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Cessna goes to the races P. 5

FIFI takes to the skies again P. 4

Cirrus debuts Generation 5 P. 12

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WAI_GA News_Conf_111912.indd 1 12/12/12 3:01:09 PM

2 General Aviation News — 800.426.8538 February 8, 2013

February 8, 2013 www.GeneralAviationNews.com — facebook.com/ganews 3

New WACO YMF-5s (pictured) now feature as standard equipment full ADS-B NextGen capability through the new Garmin GDL 88 ADS-B data-link, Garmin GTN 750 and Garmin GTN 635 Touchscreen navigators.

The Garmin GDL 88 allows the GTN 750 and GTN 635 to display up to 60 ADS-B traffic targets. It also can re-ceive the FAA’s subscription-free FIS-B weather broadcasts that include graphical NEXRAD radar information, as well as NOTAMs, METARs, TAFs and more.

WACOClassic.com

Flight Design has appointed two new dealers in Florida for its line of Light-Sport Aircraft (LSA): Florida Light-Sport Aircraft at Spruce Creek Fly-in (7FL6) near Daytona Beach, and Americana Avi-ation in Miami.

FlightDesignUSA.com

Engine Components International (ECi) has launched an engine assembly program that offers owners a complete engine, built and run-in, ready for instal-lation. Owners have several options to choose from, beginning with the base en-gine model, displacement, crankshaft and crankcase configurations, cylinder bore finish, piston compression ratio, and ac-cessories, according to company officials. The first engine built in the in-house fa-cility was the TITAN Performance Series IOX-720 for Kevin Eldredge, who com-petes in the Reno Air Races.

Eci.aero

Smyrna Air Center has delivered the world’s first King Air C90 powered by General Electric’s new H80 800 SHP engines. As part of the Power 90 program, the aircraft, a 1974 King Air C90, was fit-ted with two new GE H80 engines, and two new Avia V510 5-Blade Quiet Pro-pellers.

Also installed was a dual Garmin G600 MFD/PFD/AHRS, ADS-B compli-ant Garmin GTX-330ES Mode S Tran-sponder, Garmin GWX-70 Color Radar, Garmin 530W GPS, and a GDL-69 Satel-lite Weather Downlink.

SmyrnaAirCenter.com

SkyQuest International has been ap-pointed an authorized dealer for the Quest Kodiak in Africa and for the U.S. Mid-Atlantic states of North Carolina, Virgin-ia, West Virginia, District of Columbia, Maryland, Pennsylvania, Kentucky, and Ohio. In addition to these geographical areas, SkyQuest will serve as the sole au-thorized Kodiak sales representative for skydiving applications, according to of-ficials at the Winston-Salem, N.C.-based company.

SkyQuestInternational.com

Belfort Instrument Co. has installed its AWOS AV with Ceilometer at the West Houston Airport (IWS) in Texas. The

AWOS provides pilots with wind speed, wind direction, wind gusts, temperature, humidity, dewpoint, altimeter setting, density altitude, visibility, cloud height and cloud cover. The AWOS information is accessible via VHF radio and online.

DigiWX-KIWS.com, BelfortInstrument.com

Jet Aviation recently expanded its maintenance capability at its newly ac-quired FBO at Houston’s Hobby Airport (HOU), as well as expanded its ramp at its FBO in Dallas at Love Field (DAL).

JetAviation.com

GippsAERO has named Summit Avi-ation an authorized dealer for the GA8 Airvan in the United States, with a par-ticular focus on government and surveil-lance aircraft sales.Summit-Aviation.com, GippsAero.com

Astronics Corp.’s Max-Viz-600 en-hanced vision system has received a Cess-

na Aircraft Service Bulletin for retrofit installation in recently-delivered Cessna Skyhawk, Skylane and Stationair aircraft. Planes covered under the SB were facto-ry-provisioned for the upgrade, which re-sults in an installation time estimated at eight labor hours, according to company officials.

The real-time infrared Enhanced Vision System, now offered as a factory option on new Skyhawks, Skylanes and Station-airs, is a night vision device that provides additional situational awareness for pilots who want to visually penetrate haze, light fog, smoke, and precipitation during day or night flying conditions.

Max-Viz.com

Fargo Jet Center, an FBO at Hector International Airport in North Dakota, is expanding, with plans to open Williston Jet Center in Williston, N.D. Williston Jet Center will offer aircraft fueling, mainte-nance, flight instruction, charter manage-ment and aircraft sales. Construction of a new 6,400-square-foot passenger facility and a fuel farm are underway.

FargoJet.com

The first IMC Club chapter in Illinois has opened at Chicago Executive Airport (PWK). Other chapters also opened in Quincy, Ill., and Lakeville, Minn., with additional chapters planned for Georgia, South Carolina, Colorado, California and Florida, bringing the total number of chapters to more than 55, almost double the number from the same time last year. The club is an organization dedicated to promoting safety and proficiency among its instrument-rated members.

IMCClubs.org

The Bahamas has extended the Feb. 1, 2013, deadline for installing 406MHz

Briefing

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General Aviation News • 65th Year, No. 3 • February 8, 2013 • Copyright 2013, Flyer Media, Inc. • All Rights Reserved.

BRIEFING | See Page 4

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A D V E R T I S E R I N D E X

ELTs for GA pilots. “Even better news is that this waiver extension will be likely long term, removing uncertainty in the short term about flying your plane to the Bahamas,” said Jim Parker of Caribbean Flying Adventures. “For those pilots who were rethinking 2013 travel to the Baha-mas, the coast is clear. Go for it.”

Bahamas.com, CaribbeanFlyingAdventures.com

Legendary Air Boss Wayne Boggs will star in his own reality TV series. Produced

by the same people behind The Aviators, “Air Boss” will not only tell the stories of airshow performers, but Boggs will un-lock the secrets of this exclusive world. Filming will take place during this year’s airshow season, with a premiere set for early 2014.

TheAviators.tv

Aerobatic pilot Fred Cabanas died Jan. 15 in an aviation accident near Co-zumel, Mexico. Passenger Jorge Lopez Vives, host of an extreme sports program, also died in the crash that occurred at a private airfield on the southern island of Cozumel. The pair were filming a docu-mentary to promote an airshow when the accident occurred, according to Cozumel authorities.

CabanasAerobatics.com

Women in Aviation, International has revealed the 2013 inductees into its Inter-national Pioneer Hall of Fame, who will be honored during the organization’s 24th annual conference March 14-16 in Nash-ville. Inductees include Mary Frances Sil-itch, who became the first woman editor

of a national aviation magazine when she was named editor-in-chief of Private Pi-lot; Lt. Col. Karen Tribbett Brannen, who was the first female strike fighter pilot in Marine history; and the 16 members of the association’s founding board of direc-tors.

WAI.org

The Idaho Aviation Expo, formerly known as Trade Show Aviation Idaho, will be held May 17-18 at Idaho Falls Re-gional Airport (IDA). In its third year, the expo will feature new and vintage aircraft, maintenance and avionics, clubs and as-sociations, workshops and speakers, and all other things aviation related in Aero Mark’s 30,000-square-foot hangar.

Aeromark.com

The Washington Seaplane Pilots As-sociation (WSPA) will hold its annual Grounded Hogs Dinner Feb. 22 at the Museum of Flight in Seattle. The Aircraft Owners and Pilots Association (AOPA) is once again co-sponsor of the event, which is also WSPA’s annual member meeting. Speaker will be Richard Wien of

the famous Wien family and WienAir of Alaska.

WA-SPA.org

The Buckeye Air Fair is slated for Feb. 23 at Buckeye Municipal Airport (BXK) in Arizona. Admission and parking is free for the show, which will feature more than 70 vendors, a display of vintage and mod-ern aircraft, a classic car and motorcycle show, flying displays and more. Organiz-ers say they expect about 10,000 people to attend the show.

BuckeyeAirFair.com

BRIEFING | From Page 3

The Commemorative Air Force’s (CAF) famous Boeing B-29 Superfor-tress bomber, FIFI — the only remain-ing flying example of the aircraft in the world — returned to the sky Saturday, Jan. 13, and flew to her home base in Ad-dison, Texas.

The flight crew arrived in Midland, Texas, CAF’s homebase, and conducted a successful maintenance flight, fol-lowed by the one-and-a half-hour trip, according to CAF officials, who note it was FIFI’s first flight since October 2012.

The B-29 experienced trouble with the No. 2 engine during a routine photo mission after the CAF’s annual AIRSHO and returned safely to the ground. It was determined the No. 2 engine would need major repairs, so CAF officials grounded the B-29.

For three months maintenance crews worked to repair the engine and get the historic aircraft flying again as quickly as possible, CAF officials reported.

“It’s all the difference in the world see-ing it fly instead of in a museum,” said Preston McPhail, the 70-year-old son of a former B-29 mechanic. “You can smell the exhaust from the engines.”

And for today’s children, FIFI brings a history lesson to life, CAF officials said.

“It’s hard not to cry, it’s real emo-tional. I’m happy these guys are keeping

them flying,” said Melanie Skinner, who brought her 8-year-old niece to see the B-29 in Lexington, Ky. “My niece is a child of the millennium. (To her) World War II is ancient history. To be able to touch them, to feel them, to hear them, that’s what history is all about.”

A fundraising campaign was launched in November with the goal of raising

$200,000 to repair the engine and pur-chase a replacement.

Currently the campaign has raised just over $105,000 to get FIFI flying again, but is still short $95,000 to purchase a fifth engine, which will serve as a spare to ensure continuous future operation and flight, CAF officials said.

KeepFIFIFlying.org

FIFI returns to the sky

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NOTICE: The next issue will be mailed Feb. 22, 2013.Cover Photo by Jamie Beckett

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Cessna Aircraft Co. has inked a deal with Chip Ganassi Racing Teams (CGRT) to sponsor NASCAR driver Ja-mie McMurray, as well as racers in the IZOD IndyCar Series and the GRAND-AM Rolex Sports Car Series.

“Clyde Cessna founded this company on our customers’ need for speed. Today, performing with precision to drive suc-cess is the purpose of business aviation,” said Scott Ernest, Cessna’s president and CEO. “The racing industry is built on those same principles — each day teams are moving as fast as they can to get from point A to point B and win, which is why this partnership is such a natural fit for both Cessna and CGRT. The scope and success of CGRT across all components of racing gives us a strong presence as we invest in the sport.”

Cessna, along with sister Textron com-panies Bell Helicopter and E-Z-GO, is incorporated into every race event where CGRT competes, giving each brand the opportunity to showcase transportation solutions to the industry, including air

travel to and from the host cities, heli-copter transport from airports to racing venues, and ground transportation on-site, company officials said.

Cessna will sponsor multiple races on the No. 1 Chevrolet SS of Jamie McMur-ray in the NASCAR Sprint Cup Series. It also will team with Bell Helicopter

and E-Z-GO for one race on the No. 10 Honda with Dario Franchitti in the IZOD IndyCar Series and one race with Scott Pruett and Memo Rojas in the GRAND-AM Rolex Sports Car Series on the No. 01 Dinan-Prepared BMW.

“Cessna helps make racing possible for my team by getting me to the races

quickly and efficiently,” said Chip Ga-nassi, owner of Chip Ganassi Racing. “With almost 70 races a year separated by hundreds of miles with little time in between, I rely on business aviation to help me keep driving my business and to keep winning.”

Cessna.com

Cessna goes to the races

The Aviation Alliance, a new venture that includes a who’s who of GA heavy-weights, has introduced its first offering, the Excalibur 421, featuring a remanu-factured Cessna 421 airframe and Pratt & Whitney PT6A-135A turboprop engines.

With initial pricing set at $2.5 million, it also includes Garmin avionics, a new inte-rior, and more. “The Excalibur 421 is es-sentially a brand-new airplane,” said Jack Pelton, managing director of operations, who is the former chairman and CEO of

Cessna Aircraft. “We own the PT6A STC, and we’re already flying a prototype.”

Others involved in the new venture in-clude Colin Judge, former VP of Flight Environments; Maj. Gen. Doug Pearson, USAF (ret.), former commander of Ed-wards Air Force Base; and Tom Nixon and Geoff Miller, formerly of American Aviation Industries.

Also involved in the project is Capital Aviation, which will design and install new interiors and paint; Oklahoma Jet

Center, tasked with new powerplant in-stallations; and Clay Lacy Aviation, which will handle retail sales.

The demonstration aircraft is expected

to be completed by late summer, with initial deliveries beginning by the end of 2013, company officials said.

AviationAllianceLLC.com

Industry veterans launch The Aviation Alliance

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By JANICE WOOD

The numbers can be depressing: The general aviation market is down, pilot starts are down, fuel use is down.

And while GA’s alphabet groups are working to change those numbers by ad-vocating for their members, they are only reaching people who are already pilots.

“And even people who are in aviation are flying less,” noted Jeff Simon, a co-founder of SocialFlight, a new app with one goal in mind: Re-energize GA.

“We were wondering what could change that,” he said. “If you think about the $100 hamburger, which has existed ever since the Wright brothers could go far enough to get a burger, that’s great, but it’s not really a motivator.”

That’s because so many pilots fly alone, he said. “Too many times they ask them-selves what to do...Should I practice ap-proaches or go get some coffee?”

That translates to, “oh, I’ll have to pull the plane out of the hangar and pay for fuel and wouldn’t it be easier to just stay here on the couch?”

That’s why Simon and his co-founder Jason Clemens, the forces behind Where2 Interactive, came up with the idea of put-ting together a database of all the aviation events around the country — from fly-ins and airshows to pancake breakfasts, Young Eagle flights, FAA Safety Semi-nars and more — and then create an app where pilots can put in their location and

what type of events they are interested in. In response, they get a list of events tai-lored to their desires.

“Then the pilot sees that ‘oh, there’s a Stearman Fly-In close by, I can go and get a hamburger there,’” Simon said. “Almost everybody will get off the couch then.”

It seems to be working. Membership — which is free — has exceeded 12,000 and is growing everyday.

“As pilots, we’re constantly on the look-out for new places to fly and fun things to do. SocialFlight maps out all of the events and motivates us to get out there and enjoy them. It’s the first app I’ve seen that actually promotes general aviation and fosters our community,” said Rob Holland, world re-nowned aerobatic performer and part of the SocialFlight beta test group. “SocialFlight is intuitive, user-friendly, and will really en-ergize GA flying by answering the age-old question: Where am I going to fly today?”

Since its launch last summer, the data-base has grown to more than 3,000 avia-tion events.

“That was our biggest eye-opener,” Si-mon said. “We found out that — wow — there are a lot of things happening.”

While Simon and Clemens view it as their job to add events to the database, us-ers can also add events. He noted they re-ceive two or three new events every day.

It’s a win-win on both ends, he added.“In the same way that we as pilots

didn’t know where to find places to fly, the organizers who put on these events

faced the challenge of getting the word out,” he said.

What usually happens is that the group holding a BBQ or pancake breakfast will advertise the event at the airport, through flyers, and through limited advertising. And who are they reaching? Their mem-bers. “They are basically telling people who already know,” he said. “That’s re-ally not reaching out.”

By placing the event on SocialFlight, it can attract more people, which may spur the group to put on more events, creating a “positive cycle,” Simon said.

“We think it is working,” he noted. “People are flying more because of So-cialFlight.”

He knows that because the company receives fan mail from its members, who tell them, “I would have stayed home un-til I found out about this event.”

But Simon and Clemens aren’t content to just create an app and a website and hope people will visit it to plan where to fly next. “Our job is to present the infor-mation to you,” Simon said. “We are the motivators.”

That is why each member receives a weekly email with events in their region and in their areas of interest. The develop-ers realize that people get busy and need reminders of all the great places they can fly during the week.

But there’s more: The newest version of the app includes a “Hangar Page,” where pilots can chat, join together in “flight clubs,” upload photos, send event notices to their friends, and even add events auto-matically to their calendars.

SocialFlight also includes tools for organizations, such as aircraft owner’s groups. Using a free web link provided by SocialFlight, organizations can provide their members with an interactive view of their own events right from the organiza-tion’s website. One of the newest to join is the Beechcraft Employees Aero Club.

The FAA also has reached out to So-cialFlight, sending information on every

FAA Safety Seminar around the country.Simon also hopes the app can spur ad-

ditional events, such as airframe manu-facturers traveling to GA airports around the country to demo their latest models. “If pilots knew where all the new LSAs or Cessnas were, they would go to that air-port,” he said. “They don’t view it as an imposition. Rather it’s like, ‘really, they are going to be at my local airport?’ It could create mini-events.”

The developers also plan to reach out to other communities, such as car enthusi-asts and motorcycle fans. “Everybody has a passion and those are healthy markets,” he said, noting that success in those areas can only help SocialFlight. “It’s better to make money in other areas and spend it in aviation,” he joked.

He also hopes that the free app will bring more people out to the airport and, ultimately, into general aviation.

“Think about the people who take their kids out to the airport to watch planes,” he said. “This is a really great opportunity to make more of that happen. Parents can look at SocialFlight and then take their

Re-energizing GA: There’s an app for that

SOCIAL FLIGHT | See Page 30

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Item # Part # Description Price1 ............ AN364-720 ..................... Self-Locking Nut ........ $0.702 ............ 2346 ............................................. Washer ......$12.203 ............ U2085A .......................................... Shim* ........ $3.014 ............ U1709A-000 .....................Arm Assembly* ....$358.726 ............ 1781 ......................................Bushing Cap ......$49.507 ............ U1800A ..................................... Bushing* ......$44.948 ............ 2078 .................................................. Fork ...........NLA9 ............ U1863A-000 .................. Grease Retainer* ........ $6.7310 .......... U1862A-000 ....... Grease Retainer Spacer* ........ $7.7011 .......... 1883 .......................................Bearing Set ......$47.1912 .......... U1967A-000 ................................. Hub Kit ....$358.72

(includes items 20-21; less bearing and race)13 .......... 1879 ................................................... Tire ......$71.3714 .......... NAS1149F0832P........................... Washer ........ $0.0915 .......... AN320-8 ............................................. Nut ........ $1.5016 .......... MS24665-283 ...........................Cotter Pin ........ $0.0417-19 .... 1882 ............................ Hub Cap Assembly ......$65.29

(includes items 17, 18, 19)20 .......... AN501-10-24 ..................................Screw ........ $1.5021 .......... MS21044N3 ................ Nut (AN365-1032) ........ $0.2022 .......... U1478A-000 .................Spacer Assembly* ......$59.3923 .......... U1306A ..................................... Bushing* ......$23.39

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Replacement Parts For Scott 2000 Tailwheel

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Item # Part # Description # Req'd Price Each1 ................UA85-218 ............ ............................2 ..............$22.732 ................UA56-4 ................ .......................4 ..............$10.953 ................B227-52 ..............Felt (E50024-48) ...................................2 ................ $0.404 ................08125 ..................Cone Bearing ........................................2 ..............$46.085 ................AN380-2-2 ..........Cotter Pin ..............................................1 ................ $0.026 ................A20-54 ................Pin ........................................................1 ..............$14.847 ................A85-118 ..............Lock Ring ..............................................1 ................ $7.508 ................B11-5 ..................Side Rim ...............................................1 ..............$41.479 ................AN441-6-6P ........Rivet .....................................................6 ................ $0.4110 ..............B13-4** ..............Brake Drum ...........................................1 ............$179.3611 ..............08231* ................Bearing Cup ..........................................2 ..............$19.4812 ..............UD10-12 ............. .........................1 ............$827.82

*Do not remove unless damaged. **I.D. must be turned out after installation.

New FAA/PMA Wheel Assembly .............................................UD3-13A-1 ...... $1,253.12

FAA/PMA Replacement Parts

UD10-12 wheel basewith bearing cups

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Item # Part # Description Price1248H ............................Master Cylinder Assembly, LH .................. $995.001260H ............................Master Cylinder Assembly, RH .................. $995.00

1 ................U1159A .......................... ...................... $2.312 ................U1220A .......................... ..................... $219.663 ................U1232A .......................... ..................... $219.664 ................U2003-001 ..................... ........................ $28.015 ................1256 ...............................Spring ........................................................ $21.216 ................UB-1258 ......................... ............................... $11.167 ................U2728A .......................... ................. $323.418 ................U1383A-000 ................... ....................................... $47.939 ................1712 ...............................Pedal, RH Unit .......................................... $198.0010 ..............1714 ...............................Pedal, LH Unit .......................................... $198.0011 .............. U750-384 (2844) ........... ............................... $33.6612 ..............MS35265-45 ..................Screw ........................................................... $0.3613 ..............AC356-1032 ...................Nut .............................................................. $0.1014 ..............AN3-20A ........................Bolt .............................................................. $0.28

LH shown

Original & FAA/PMA

Original and FAA/PMA Replacement Parts For Scott 3200 Tailwheel

Item # Part # Description Price1 ................ABI-3216 ........................Bracket Assembly......................................$202.563 ................U3207* ..........................Thrust Washer ............................................... $5.024 ................U3234* ..........................Thrust Plate Assembly ................................$39.015 ................U3233* ..........................Compression Spring ...................................... $2.79 6 ................U3235A-002* .................Upper Dust Cap ...........................................$22.49 7 ................U3206* ..........................Thrust Washer .............................................$11.70 8 ................U3214A-000* .................Arm Assembly** .......................................$222.368AT ............U3214AT-000* ...............Arm Assembly** .......................................$273.359 ................U3219A* ........................Pawl............................................................$26.69 10 ..............U3235A-001* .................Lower Dust Cap ...........................................$23.3911 ..............ABI-3224 ........................Fork Assembly...........................................$243.0712 ..............A4050 ............................Cone Bearing ..............................................$34.44 13 ..............U1863A-000* .................Grease Retainer ............................................ $6.73 14 ..............U2504A-001* .................Spacer .........................................................$12.54 15 ..............NAS1149F0863P ...........Washer ......................................................... $0.15 16 ..............AN320-8 ........................Shear Nut ...................................................... $1.50 17 ..............MS24665-283 ...............Cotter Pin ...................................................... $0.04 18 ..............U3222* ..........................Spring .........................................................$10.31 19 ..............U3258* ..........................Spacer ........................................................... $1.98 20 ..............U3258-1* .......................Spacer ........................................................... $1.86 21 ..............U3257* ..........................Pin ................................................................ $5.85 22 ..............U3236A-000* .................Axle Assembly ............................................$32.8823 ..............U3225A-000* .................Lock Washer .................................................. $5.02 24 ..............AN310-8 ........................Castle Nut ..................................................... $2.4225 ..............ABI-3244-00 ..................Wheel Half ................................................$107.61 26 ..............ABI-2600 .......................Tire and Wheel Assembly ..........................$366.84 27 ..............3226 ..............................Pin ................................................................ $9.95 28 ..............U2602* ..........................Gasket ........................................................... $3.25 29 ..............U3205A .........................Bushing ......................................................$16.66

*FAA/PMA **Heat treated ring

Tailwheel ............................................ABI-3200 ...... $1,025.00

ABI-3200 Tailwheel FAA/PMA U4500 Parking Brake Valve

U4500A-1 .....................................................................$262.13FAA/PMA

1¼” Installation Kit ........................................3243-1 ....$62.51 ...... U3243-2 ....$52.01

One (1) Spacer Bushing ......................... 3241-2 ....$11.21 Two (2) Eye Bolts .................................AN42B-6 ...... $5.721½” Installation Kit ..................................... 3241-1S ....$59.50 Contains: One 1½“ Spacer ........................3241-3S ....$52.01 One (1) Spacer Bushing ......................... 3241-2 ....$11.21 Two (2) Eye Bolts ................................ AN42B-6 ...... $5.72

3200 Tailwheel Install Kits FAA/PMA

For 2000 Series Tailwheel (formerly 3-24B Tailwheel) ....... U2151A-000 ............$50.33For 3200 Series Tailwheel for Piper installation ................. U3239A-101 ............$50.32 for Cessna installation ............... U3239A-103 ............$50.322000 Steering Spring only ............. U2134A-000 ............$11.943200 Steering Spring only ............. U3239A-001 .............. $7.68Spring Connector Link ................... U2133A-000 .............. $2.22

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According to just-released statistics from the National Transportation Safety Board (NTSB), there was a slight drop in general aviation fatalities in 2011.

The total number of deaths in aviation increased from 476 to 494 in 2011, with about 90% involving fatalities in general aviation, according to NTSB officials.

Although general aviation fatalities accounted for the majority (444) within aviation for 2011, this number decreased by 10 from the previous year. In 2011, air taxi fatalities rose from 17 in 2010 to 41.

Transportation fatalities in all catego-ries declined in 2011 by approximately

2%, according to the preliminary figures. The data indicate that overall transporta-tion fatalities decreased from 35,043 in 2010 to 34,434 in 2011. There were no airline fatalities in 2011.

“Transportation accidents remain one of the nation’s leading causes of death,” said NTSB Chairman Deborah A.P. Hers-

man. “We can do better, which is why the NTSB shines a light on key safety issues each year through the Most Wanted List of transportation safety improvements.”

General aviation safety continues to figure prominently on the Most Wanted List.

NTSB.gov

GA accidents fall slightly in 2011

Just Aircraft Co. recently completed flight testing on its new Highlander Super Stol, which can be built from a kit in the Experimental Amateur-Built category or certified as a Special Light-Sport Aircraft (SLSA).

The upgraded design features a new slatted wing and “a virtually indestructi-ble landing gear” that can utilize 29-inch tundra tires, according to officials with the Walhalla, S.C.-based company.

With the new wing configuration, the Highlander cruises at 110 mph, lands at 32 mph and can takeoff or land in 150 feet, company officials add.

“The new slatted wing has significantly enhanced the performance numbers and slow flight control,” said Troy Woodland, Just Aircraft’s design engineer. “The wing slats, when combined with the large Fowl-er flaps, allow the aircraft to be flown at extremely high angles of attack permitting it to ‘drop’ into small or inclined clear-

ings. This provides access to considerably more off-airport landing sites, making the SuperStol one of the most versatile back-country machines out there.”

The improved landing gear, which features long strut airshocks, can handle “aggressive” landings at off-airport sites, company officials report.

All existing Highlanders can be retrofit-ted with the new folding SuperStol wing, company officials add.

Just Aircraft has shipped more than 300 kits to customers in the United States and around the world. Buildable as a taildrag-ger or as a nosewheel aircraft, the High-lander can be fitted with regular wheels, tundra tires, skis, or floats. There are a number of options for engines, although the factory has mounts and cowlings for the Rotax and Jabiru. The SuperStol has an empty weight of 720 pounds, giving it a useful load capability of 600 pounds.

JustAircraft.com

Just Aircraft debuts Highlander SuperStol

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GA1303A.indd 1 1/29/13 2:40 PM


WASHINGTON, D.C. — Michael Huer-ta, the new administrator at the FAA, sees challenges ahead for all aviation, which creates the need for government and the private sector to work together to resolve those challenges “to achieve the opportuni-ties the next five years will bring.”

“We must all be mindful of our respec-tive roles,” he said. “Government and in-dustry need to work together in today’s aviation world.”

He made these remarks after his swear-ing in for a five-year term.

The new administrator cited safety as a top mission of the FAA and pledged to work to enhance safety and to be smarter about how the agency approaches safety issues.

“This means taking a proactive and data-driven approach, rather than a reactive, fo-rensic approach,” he said.

Everybody in aviation, he added, is a part of the network and knowledge base that is going to help move to the next level of safety.

Transitioning to the Next Generation Air Transportation System (NextGen) is not a government program alone but a part-nership with industry, the administrator declared. The FAA is already employing NextGen technologies and seeing benefits in fuel savings, time savings, and lower emissions, he added.

Huerta said that under his direction, the FAA is committed to changing the way it does business to meet the demands of growth and to stay abreast of the latest ad-vances in aviation. He noted that all FAA employees are encouraged to work more creatively to meet the challenges that are ahead.

As technology advances and aircraft be-come more complex, it places a premium on transparency and communication be-tween the FAA and the people it regulates,

according to Huerta. For the past 50 years, the FAA has been managed by a system of orders, a system of rules, and a system of regulations, he noted.

Cooperation between the FAA and the industry and people it regulates “might be a new place for some of us,” and perhaps slightly uncomfortable, he acknowledged.

“A bridge must be created where all par-ties inside and outside the government can work together,” he said.

Help for airport legal problems

The Airport and Airways Improvement Act of 1982 says any airport that receives federal funds must operate for the benefit of all the public, for all types and classes of aeronautical activi-ty, including self-fuel-ing of aircraft. Despite this last item, many airports run into con-fusion about who can and should refuel, and are confused by such things as granting ex-clusive rights, leases, or permits, balancing the rights of owners with efficient and safe operations, and other similar legal subjects.

This confusion often results in more

work for airport attorneys. To assist, the non-profit Transportation Research Board is issuing a report on the legal aspects of airports, including a section on self-fueling. The report is intended to inform aviation attorneys and other

aviation personnel how federal and local guidelines pertaining to self-fueling have been applied under dif-ferent circumstances.

The section on self-fueling is but one of many subjects in the publication “Legal Aspects of Airport Programs,” which

could be helpful to attorneys and others involved in legal aspects of airports.

TRB.org/ACRP

Changing the way the FAA does business

Capital CommentsCharles Spence

Charles Spence is GAN’s Washington, D.C., correspondent.

“All FAA employees are encouraged to work more creatively to

meet the challenges that are ahead.”

— FAA Administrator Michael Huerta

“There are two kinds of airplanes — those you fly and those that fly you. You must have a distinct understanding at the very start as to who is the boss.”

— Ernest K. Gann

What’s the buzz?


LETTERS TO THE EDITORPROPS FOR THE PROP

Re: Meg Godlewski’s Touch & Go, “Props for the prop” in the Jan. 11 issue: She says, “Check for yourself to see that the magnetos are off and the key is out before you approach the propeller.”

This in NO WAY is any assurance that it is safe to turn the prop, UNLESS a BOTH OFF check was conducted JUST BEFORE shut down when shutting down with the mixture.

Twice I have had engines start when pulling them through with no key in the ignition switch due to a broken “P” lead. The check only takes about two seconds and can prevent a bad situation.

DOUG MILLARDvia email

“The propeller can complicate photo shoots.” I understand the point and that of statements like, “I don’t like scaring my passengers by mentioning a possible crash.” But to do just exactly that by in-stilling overpowering fear of a motionless prop seems like overkill. Yes, yes, I know if one does not touch a motionless prop it is very likely to remain motionless. If the PIC can’t remember if the mag switch is off, the key removed and the mixture to full cutoff position, well then...

It is also a truism that if you don’t fly, you will avoid aviation’s risks and you

won’t be involved in a plane crash. That’s not the choice of most pilots.

It’s not true that if you touch a mounted propeller, the engine will start. C’mon, how does one check the faces and leading edges of a prop for damage without touch-ing it? How does one clean a prop without touching it? In order to support instilling maximum fear of a motionless prop, many professional aviators cite death and injury caused by a ROTATING prop. Why not simply and emphatically convince your passengers that if they MOVE the prop, the engine could start (only if the PIC forgot to do something), the plane of the spinning prop is invisible and that it can cause serious injury or death. That should be quite sufficient for an adult passenger. Kids must be handled differently.

Sometimes when I hear the “order” to not touch the prop, I think that it is a display by the PIC to make it clear to all present that he/she is in supreme com-mand, thereby satisfying an intrinsic ego need. Let them take the photo.

GERALD ALTHOUSEvia GeneralAviationNews.com

SHEER STUPIDITYRe: Snakes on a plane, Jan. 11 issue: In

the years I attended and covered Oshkosh I, too, met some examples of sheer stupid-ity by the “civilians.”

A few years ago, as I approached a beautiful, award-winning homebuilt I noticed that it was “protected” by yel-low tape tied to the prop, around the wing tips and tail, then back to the prop again. Before I could shout a warning, a doting dad hoisted his young son upwards and over the tape, to deposit him on the right wheelpant, so that he could lean forward and look in through the windshield. From several feet distant, I could hear the loud “Crack!” as the wheelpant broke and tilted to a drunken angle. I must say that the aircraft’s owner showed remarkable restraint. At least he didn’t do the dad any bodily harm that was visible.

On another occasion, I came across a shouting match been a man up on the wing of an F4U-Corsair and the beautiful Corsair’s owner on the ground below. The man was leaning into the cockpit where his young son obviously was testing

all and sundry for correct operation and functioning. The irate owner was order-ing the man to remove his offspring from the aircraft.

That Corsair was clearly marked with its civilian N number below the stabilizer, but the intruder refused to comply with the owner’s request to dismount, saying that he had every right to be there because “...he was a taxpayer and so owned a part of that aircraft!” I would have been de-lighted to have helped the owner feed the stupid idiot through the Corsair’s spin-ning prop.

JIM NEWMANvia email

A ROLE MODELThank you Jamie for the tribute to Lon

Cooper (“Respect for the seldom-cele-brated man,” Jamie Beckett, Politics for Pilots, Jan. 11 issue.)

He has been my father-in-law for just over 39 years now and I can tell you it is not hard to believe that he was a role model for many of the young men that went on to fly for their country.

On his 90th birthday we were at Fantasy of Flight to watch him lift off in the Stear-man one last time. The grin on his face as he passed us was something to behold.

PAUL MAINSvia GeneralAviationNews.com

Have something to say? Send comments to [email protected] or fax 858-712-1960. Include your full name, address and telephone number (for verification purposed only). Please limit comments to 250 words or less.

David Nixon wrote a wonderful story in our Dec. 21, 2012, issue titled, “Time warp.” In it, David admits that too many of us suffer from “the way it used be-itis,” on his way to telling us about a particular weekend at his home airport, Lenhardt’s AirHaven in Hubbard, Ore. If you haven’t read the story, please do.

As you might imagine, a number of comments were made on the story at our website. They started on Jan. 14 and end rather abruptly with an interesting comment by Brett Sauvé on Jan. 18. He writes:

“I can appreciate this article is trying to suggest some optimism, and yet, it still has a sort of depressing nostalgia to it. Most of the reader responses to the article are fully in the depressing nostalgia camp. To new pilots (like myself) this is really frustrating, and it’s not helpful.

“In nearly every GA web publication the comments go like this: ‘I used to fly back in the good ol’ days when you used

a sextant to navigate and fuel was half a cent a gallon. But now everything is ter-rible, due to [high costs/FAA regulation/modern mindset] and GA is soon dead. Bah Humbug!’

“Well, I am one flight away from my private certificate, and I say the magic of flight isn’t dead. It is expensive; I don’t expect I’ll ever fly anything more capable than a 1980s Cessna, but so what? A cheap iPad app gives it more capability than any-thing in the ‘glory days’ of the 1960s-1980s.

“It would be refresh-ing if, instead of mop-ing about your flying memories, you would help us youngsters find ways to make our own. Let us benefit from your *positive* pas-sion. It won’t be easy, but shared flights, flying clubs, creative policy ideas, and things no one has thought of yet can move us in the right direction.”

Brett makes a keen observation. It is very easy to look at the “good old days”

of aviation and wax nostalgic...or com-plain. But what kind of impression is that making on those who are following in our footsteps?

When I look back at my conversations and commentary about the state of the in-dustry, I’m certain I’ve made some of the same comments Brett takes issue with. For that, I’m sorry Brett.

PUBLIC MISCONCEPTIONJamie Beckett is a popular and prolific

blogger/columnist. In a recent post, “Is this an airport?” [reprinted in this issue on page 11], he speaks of the “more than 19,000 airports, heliports, seaplane bas-es, and other landing facilities,” in the U.S.

The focus of the column is that of privately-owned air-port operators and the support we consum-ers should be provid-ing. He compares this with publicly-owned airports supported by public money.

Mike Clow, direc-tor of the Morgantown

Municipal Airport (MGW) in Morgan-town, W. Va., took exception to some of Jamie’s thoughts:

“What a great article. But, with a mis-conception. ‘Public’ airports — those that are owned and operated by cities, counties, states, or a multi-jurisdictional

authority — are not supported by the public as a whole. As the manager of a city-owned airport, I am expected to generate revenues to cover the expenses of the airport just as the owner of a pri-vate airport is.

“Paying for an airport is VERY dif-ferent from financing the library, fire department, or park, but similar to the sewer system, which is paid for by the users. The grant assurances we agree to every time we receive some of those funds from the FAA — which are paid for by fees tacked onto commercial air-line tickets, not by general taxes — re-quires the airport to be ‘as self sufficient as possible.’

“And, when the city is having finan-cial problems of its own, you will find the governing body may be reluctant to part with those taxpayer funds to cover any shortfall at the airport.

“So, please, when you taxi up and the counter person says you owe a landing fee, remember it is not to feather some city coffer. It pays for the guy driving the fuel truck or manning the fire equipment, or even to keep the taxi lights burning.

“Not only private airports are disap-pearing. Public ones can go away just as fast. Taxes from condos on what used to be an airport go a long way to pay for other municipal services.”

All aviation providers with a good product at a fair price, public and private, deserve our support. Brett, in my opin-ion, gets it...do you?

What price nostalgia?

Touch & GoBen Sclair

Ben Sclair is Publisher. He can be reached at [email protected].

“I am one flight away from my private certificate, and I say the magic of flight isn’t dead.”

— Brett Sauvé

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According to the U.S. Department of Transportation, the U.S. has more than 19,000 airports, heliports, seaplane bases, and other landing facilities. That’s a lot of aviation — or, at least, a lot of potential aviation.

Yet, there is a snag in that whopper of a figure we GA enthusiasts should take note of and put serious thought into.

Of those 19,000 landing facilities, there are a considerable number of municipally owned airports. Many of those airports receive federal funding for improvements like runway extensions, taxiway construc-tion, a new terminal building, or hangars. Far outnumbering those municipally owned airports are private fields, many of

which are open to the public.Here in Florida we have scads of pri-

vate airports. Many sport grass runways, while others feature the paved variety. They are the home base for flight schools, maintenance operations, aircraft dealers, pilot shops, social gatherings, and all sorts of aviation happenings. But they are pri-vately owned, and that matters. Because the continuation of a private airport’s ex-istence is much less solid than that of the municipal variety.

Yeah, that got your attention, didn’t it?Before we consider the plight of the

poor aviator or business owner who runs afoul of their operating agreement at a private field — assuming there is an oper-ating agreement — let’s take a moment to consider the position of the private airport owner. They’ve got a heck of a big main-tenance bill each month. Whether it’s lawn mowing, snow removal, or just paying the electric bill, any piece of land big enough to house an airport tends to generate a bill considerably larger than most of us would want to shoulder on our own.

Let me suggest that using a private air-

port is a bit like using the facilities at a country club. Somebody has to pay for the staff, the pool, the golf course, the air con-ditioning, and the antique bar imported from Paris. That someone is you and ev-erybody else who steps through the door.

The private airport is similar. Unlike their municipal cousins, they are not typi-cally subsidized by taxpayers. Any losses the private airport suffers fall directly on the shoulders of the owner. That’s the same owner who has graciously opened the gates to his property and welcomed you in — for a price. Admittedly, the entry fee may not be advertised quite as well as it is at your typical amusement park, but make no mistake, if you’re using some-one else’s land to operate a business, learn a skill, recreate with friends, or gather for pretty much any reason — there is a bill to be paid. That’s the reality of it.

Now it is common, and perfectly un-derstandable, that some users of private facilities do not recognize these econom-ics. They are of the belief the owner should pay the costs, since it is, after all, his land the airport sits on. And they can make that perspective work...for a while. Sometimes, they can make it work for a long while.

But eventually the size and frequency of the bills overwhelms the owner’s de-sire to share his bounty with his neighbors and friends. Then something bad happens. The airport turns into a cow pasture, com-plete with fences and large bovine obsta-cles to a safe takeoff or landing.

The lesson we can glean from all this is simple: If we all shoulder the load to-gether, we all win. If we try to shunt our own responsibilities off on others, we all lose in the end. It’s really that simple.

On the municipal front, our airports are in good shape. Sure, they could use some repaving, or a little tar on a leaking roof, or maybe a whole new building. All in all, the public as a whole supports them fi-nancially, however. That spreads the cost across a large number of potential users, and lowers it to a very manageable num-ber. In that sense, financing the airport isn’t much different than covering the costs of the library, the fire department, or the sewage system in your town.

On the private side, things are a bit stickier. But as aviation enthusiasts we have to give our role in the equation some serious thought, because private airports far outnumber municipal airports, at least for the present.

If we were to shirk our responsibili-ties, by pretending we can use those fields without picking up our share of the tab, we should be prepared to wake up one day and find our favorite privately owned airport isn’t an airport anymore, and we are not welcome any more.

That would be a sad and undeniably preventable outcome. So let’s take the alternative view and preserve our private options for another generation or two.

It’s better than the alternative, don’t you think?

Politics for PilotsJamie Beckett

Is this an airport?

Jamie Beckett is a CFI and A&P mechanic who stepped into the political arena in an effort to promote and protect GA at his local airport. He serves as V.P. of Operations at SunState Aviation Flight School in Winter Haven, Florida. You can reach him at [email protected]

O�cial Newspaper of the SUN ’n FUN Fly-In April 9-14, 2013 in Lakeland, Fla.

Advertising Spaces Available Now!Reserve your spot by March 26, 2013Call Ben Sclair at (800) 426-8538 or see GeneralAviationNews.com/advertise


By JANICE WOOD

Cirrus Aircraft recently unveiled its lat-est SR22 and SR22T models — dubbed Generation 5 — with a host of improve-ments, dominated by a 200-pound in-crease in the airplanes’ load carrying ca-pability.

Increasing the certified gross weight to 3,600 pounds increases the flexibility of the airplanes, according to Dale Klap-meier, Cirrus co-founder and CEO.

“It’s the most asked for improvement from our customers,” he said.

When the SR22 was introduced as a 3,400-pound airplane, it boasted a useful load of 1,100 pounds, he said. “But when you add flat-panel screens, Flight Into Known Icing (FIKI), and air conditioning — all the things customers want for utility — it drives the useful load down.”

The evolution to the Generation 5 mod-els began with, of all things, a seatbelt. The single-shoulder straps in the back seats were annoying for some passengers,

who complained about comfort as the straps rode high, often chafing people’s necks.

Customers also said they wanted reclin-ing seats and seats that easily folded down in the back.

“From that we looked at the whole inte-rior design,” he said.

What they found was that there was a lot of wasted space because of styling. “With the redesign we found another 4 or 5 inches of space, but didn’t change the

outside,” he said, not-ing that the back-seat redesign also shaved 10 pounds off the plane.

“What we have now is an airplane that is far more comfortable,” he said.

Passenger comfort is key, according to Klapmeier. “We have to make sure that the other people are extremely comfort-able so the pilot — who is the aviation enthusiast — can fly.”

Flexibility was the driving force in the larger back seat, Klapmeier said. “So many people have children,” he said. “Now you can put three children back there or two

adults and a child. Our goal was to offer flexibility to our customers.”

Another addition: A latching system for a car seat. “We are the first to do that,” he said, noting that it’s an addition that “seems so obvious.”

As part of the evolution to Generation 5, Cirrus engineers analyzed the entire aircraft design from spinner-to-tail. Up-grades include strengthening the carbon fiber, single part wing spar, the landing gear and a new flap system allowing ex-tension to the first position at 150 knots, company officials said.

Also updated was the Cirrus Airframe Parachute System (CAPS). In fact, the whole new parachute system was a “real driver” for the changes, Klapmeier said.

Significant changes, the first since the parachute system was introduced more than 10 years ago, include an increased canopy size, a new rocket extraction sys-tem that propels the parachute upon acti-vation, an advanced technology electrical rocket igniter and lighter, and stronger construction materials. Substantial test-ing, including a new series of parachute test drops, was conducted for validation, Klapmeier noted.

Also making its debut is the Generation 5 Vision Inspired Special Edition SR22T (pictured). Inspired by the company’s Vi-sion SF50 Personal Jet, which is expected to be certified in late 2015, the special edi-tion model — aimed at customers inter-ested in moving up to the jet — is “top of the line,” Klapmeier said.

“We wanted to make this our most spe-cial airplane,” he said. “We know the per-son who is aspiring to get the jet is not going to walk in and get the lowest cost airplane we offer. They want the best and they can have that today.”

The Vision-inspired SR22, priced at $829,000, boasts flight characteristics and handling similar to the jet. Customers who buy one get a position for the jet at a reduced price and a lower deposit.

“It helps set the tone for the future of the company,” Klapmeier said. “Inspire — that’s what we are trying to do.”

CirrusAircraft.com

Cirrus introduces Generation 5

“What we have now is an airplane that is far more comfortable.”— Cirrus CEO Dale Klapmeier

See an update on the Vision Jet in our next issue.

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Craig L. FullerAOPA President and CEO

club? Ever actually been a club member? If the answer to either of these questions is “yes,” then you’re in good company.

nationwide. Some are tiny—just two or three members sharing the cost of aircraft ownership. Others are enormous, with hundreds of members and dozens of planes.

In the course of exploring ways to help pilots get

sense of community, they give pilots a chance to get to know others who share their passion for

more pilots can take advantage of this great model for aircraft ownership. Our goal is to create a

To do that, we need to help interested pilots and clubs get connected, encourage the formation of new clubs, and provide support at every step along the way. To get insights into the real-world

’t, we’ve created an advisory panel that includes representatives from 11 of the most successful clubs nationwide. They share

grow stronger for their members.

r making an existing club even better.

operate and what membership can do for you. Joining in one of our webinars is one way to get

get tips on how to decide whether membership is right for you.

I’ll be talking more about the AOPA Flying Club Network in the coming months, so stay tuned.

A Club of Your Own

www.aopa.org today.


Q I have a Beagle Pup 150 (the father of the Scottish Aviation Bull Dog)

fitted with a Lycoming O-320 engine.When the weather is cold — in the UK

this is anything less than 5° C — it has become an absolute pig to start, but once started it runs perfectly.

The engine is primed by using the ac-celerator pump. To check the accelerator pump, I looked up into the venturi using a boroscope while someone pumped the throttle. Fuel was pumped into the venturi but it appeared to be in droplets as op-posed to a spray. Is this spurting of drop-lets normal or should the fuel be spraying into the venturi?

LEIGHTON NORTHOVERvia email

A I must say it’s been many years since I’ve heard anything about Beagle Pup

aircraft. Both the Beagle Pup and the Bull Dog were great aircraft and you should be proud to be an owner of a Pup.

With regard to your problem, I believe the problem lies with the accelerator pump itself. When the accelerator pump is func-tioning properly, it will squirt a concen-trated stream of fuel towards the throttle shaft. When the fuel hits the throttle shaft, it is somewhat dispersed or broken up, allowing a finer spray to enter the intake system.

If you remove the carburetor and hold it in your hand and point the venturi away from you, then actuate the accelerator pump, you should see a strong stream of fuel squirt from the carburetor (be sure to wear eye protection). I suspect this will not be the case with your carburetor.

That being said, I would suspect there

may have been contributing factors that have caused this lack of normal operation. Typically, I’d expect this lack of proper operation from an accelerator pump to be

caused by extended periods of inactivity of the aircraft. I don’t think we can over-look the possibility of just plain old age either, which I personally can identify with. Another factor may have been the type of fuel used over the life of the car-buretor.

One other thing I’m curious about is if the Pup incorporates an engine primer system? This system, in most cases, was installed by the aircraft manufacturer, but may not have been included in your par-ticular installation. These primer systems

were useful for starting, but the manufac-turer, because of the added cost of such a system, may have decided to let the car-buretor accelerator pump do all the work.

I’d also recommend you make certain your spark plugs are cleaned and properly gapped. I’d also check the magneto to en-gine timing to make certain it’s on specifi-cation and not a degree or so off.

Leighton, I don’t think you’ve got any serious issues here. If you take some sim-ple troubleshooting steps I’m confident you’ll resolve your problem.

Why is my Beagle Pup so hard to start?

Ask PaulPaul McBride

Paul McBride, an expert on engines, retired after almost 40 years with Lycoming. Send your questions to: [email protected].

“There would be very few accidents if the elementary rules of flying were rigidly observed and stupid risks avoided. The road hog, with whom we are all so familiar nowadays, has his counterpart in the air, so cultivate the sane mind in the sound and healthy body.”

— Halton magazine, Summer 1931

What’s the buzz?


By JAMIE BECKETT

As the curtain closed on the 2013 edi-tion of the Sebring U.S. Sport Aviation Expo in Sebring, Fla., a common com-ment was overheard escaping the mouths of a handful of attendees. The specific wording varied, but the intent was famil-iar. Is attendance down? Where are the crowds?

Have no fear — the show, commonly known as the Sebring LSA Expo — is do-ing just fine, even if it is somewhat mis-understood. Like Rodney Dangerfield, the Expo could tug on its tie, shuffle through an awkward attempt at swagger, and an-nounce, “we don’t get no respect.” But like Rodney in his prime, the show, held Jan. 17-20, is at the top of its game.

“It was a successful show,” says Expo Director Jana Filip of this year’s install-ment — and that is perhaps the key to the occasional befuddlement felt by casual at-tendees to the show.

The Expo measures success on a dif-ferent scale than other shows. It is that difference that makes the annual event, held on the ramp and runways of Sebring Regional Airport (SEF) in south central Florida, such a treasure. It is more of a product show than a traditional airshow or fly-in. The emphasis is on putting buyers and sellers in close proximity and letting them do their business. The flash and the fun is just gravy for the rest of us.

As those who have attended for all nine years can attest, the Expo has undergone some changes since its inception.

Originally held in October, it was shift-ed to January after an unusually active

hurricane season. Weather has never been particularly kind to the Expo, not by Flor-ida standards anyway. But to those who find a thin overcast with temperatures in the high 50s to be an improvement over the January weather at home, the Expo is a welcome respite from winter.

Even Filip acknowledges the meteoro-

logical challenges that have beset them from time to time. “Certainly, Mr. Weath-er was not on our side,” she joked. But that admission in no way dampens her enthusiasm for what has become the pre-eminent showcase exclusively held for Light-Sport Aircraft in North America.

This year the show was somewhat less

LSA specific than in previous years. Some flying eye candy was included in the form of the Collings Foundation Wings of Freedom Tour. The B-17 and B-24 stood proudly on the ramp, separated from the main display area by cones and crowd control tape. While the bombers are a long way from being LSA compliant, they

Sebring Expo: A different kind of airshow

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drew admirers from the crowd, as they do virtually everywhere they go.

Admittedly, it was somewhat unusual to see a B-24 thundering down the runway on Sunday morning, the final day of the show. It was not at all out of place, how-ever. The love of flight transcends catego-ry and class ratings, although most of us would prefer not to pay the fuel bill for an airplane that’s powered by four whopping big radial engines — even if we dream of being aboard just once for a quick circuit at the controls.

Kelly Hardwick III oversees the fo-rums at Expo, and he does the job well. An affable man with a ready smile and a story to tell, he’s volunteered his services for seven of the Expo’s nine years. “The main emphasis is on enjoyment,” says Hardwick of the show. “It’s great!”

A walk through the outdoor display area supported Hardwick’s contention. LSAs of every size, shape, and configu-ration dotted the landscape. Trikes mixed seamlessly with more traditional looking fixed-wing aircraft. Tube and fabric air-frames sat confidently aside sleek cous-ins of composite construction. Aluminum monocoque models were also there to be counted.

All in all, a dizzying number of manu-facturers stood ready to show their wares to anyone who wandered near. And that’s the secret to what Expo Director Filip deems success. The Expo is more close-ly related to a car dealership’s midnight madness sale than it is to a traditional air-show. The focus at Expo is on the buyer, the seller, and the ability to make a trans-action that works for both of them. That goes for plenty of products and services that support our aviation habit, too.

Situated inside a large metal hangar for the first time, the exhibit spaces are no longer populated by windblown tent-bound employees. They’re indoors now, with plenty of room to spare — enough, in fact, that couches and comfy chairs were positioned at the center of it all, so attendees could rest at will and make the most of their time in Sebring.

As the show came to a close on Sunday,

Jan. 20, after four days of non-stop LSA enthusiasm, weary vendors and cheerful attendees walked, drove, and flew into the setting sun. The promise of warmer weather, bluer skies, and brighter days lay ahead, and the enthusiasm was apparent.

For her part, Jana Filip was as upbeat and forward looking as ever. She remind-ed me the next installment of the U.S. Sport Aviation Expo is slated for Jan. 16-

19, 2014. “I’m making plans,” she said.The Sebring U.S. Sport Aviation Expo

may well be the Rodney Dangerfield of aviation events. And as such, it should be at center stage with star billing. It’s just that good. Next year it will hit the decade mark, 10 years and counting. If they keep this up, LSA just might become totally mainstream.

Sport-Aviation-Expo.com

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By BILL WALKER

The more we like our airplanes, the more it seems we want to modify them for the better. This is particularly true for Cessna owners whose aircraft may not have rolled through the hangar door with all the bells and whistles standard on newer planes.

My 1956 Skyhawk (pictured above) is typical of this group and has been the recipient of a long list of upgrades and modifications over the years. I’ve talked to a lot of Cessna pilots about their planes and have combined their suggestions with mine to assemble a list of popular Cessna mods.

Of course the offi-cial starting point for all modifications is the Supplemental Type Certificates (STC) for aircraft make and model listed by the FAA. The simplest way to review the list is online at 1.usa.gov/yBXG7u. When I click on my aircraft, the original 172, a list of about 150 STCs comes up. There is a similarly long list for all the Cessna 150 through 210 models.

My experience has been that the chang-es most people make in their aircraft generally fall into three areas — safety, power/performance, and appearance. In some cases the areas overlap.

All the modifications below are within the STC category. It is possible to get local field approval from the FAA for a change or to go much further and re-

license your aircraft in the experimental

category for a research and

development modifica-tion, but I’ll leave that to the A&P types among us.My first

modification, a minor one, was to replace the original lap belts with shoulder har-nesses incorporating a lap belt. Hooker Harnesses (HookerHarness.com/avia-tion) and B.A.S. Inc. (BASInc-Aeromod.com) have popular STCs for this change. And my ever-evolving wish list now in-cludes a set of air bag seat belts.

The biggest change in my Skyhawk was in the engine compartment. My 172 left the factory with a Continental O-300 145-hp 6 cylinder. Today, it flies behind a 180-hp

Lycoming O-360 A1A and a Hartzell constant speed propeller, which are part of the AVCON conversion STC (800-972-0988).

Power upgrades are a big priority for many owners and Texas Skyways (TxSkyways.com) offers perhaps the best-known engine modifications on the 180, 182, 185, 205, 206, 207, and 210 with more horsepower and

increased performance without airframe modifications.

Air Plains (AirPlains.com) also offers engine conversions on many 172, 180 and 182 models.

Peterson’s Performance Plus (Katmai-260se.com) focuses on the 182, deliver-ing outstanding STOL performance and high speed cruise with the Katmai and the 260E. Both are powered by a specially built TCM IO-470-F engine producing 260 hp.

Franklin Aircraft Engines (FranklinEn-gines.com/220HP.cfm) has an STC ap-proved 220-hp six cylinder conversion for the 170 A&B models and some 172 and 175 models.

Soloy Aviation Solutions (Soloy.com) converts Cessna 206 and 207 models to turbine power using Rolls-Royce engines (See separate story on page 18).

At least two companies advertise Cess-na engine conversions using the Chevrolet Corvette V8 engine and a propeller speed

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Modifying your Cessna for the better

CESSNA MODS | See Page 19

“My experience has been that the

changes most people make in their aircraft

generally fall into three areas — safety, power/performance, and appearance.”

Quiet Aviation is pursuing an STC for its Corvette installation in a 172.

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Texas Skyways offers one of the best-known engine modifications on the 180, 182, 185, 205, 206, 207, and 210 with more horsepower and increased performance without airframe modifications.

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By SARAH LOVE Special to General Aviation News

When Joe Soloy, bush pilot, engineer and the founder of Soloy Aviation Solu-tions (formerly Soloy Conversions Ltd.), was flying helicopters over the Alaskan tundra and forests, he wondered how he could make the rotorcraft work harder, faster and safer.

A turbine engine to replace the piston-powered engine was the answer. That suc-cess led to an idea to convert a fixed-wing piston aircraft to a turbine configuration for the same reasons. The ultimate choice for a fixed-wing piston plane that could be used in many utility and agricultural operations was the Cessna 206/207.

After three decades, the relationship between Soloy Aviation Solutions and Cessna airframe modifications continues with more configurations for more di-verse operators.

From Helicopters to Fixed Wing

The idealism and pioneering spirit that took Soloy from the Arctic to the Antarc-tic also led him to seek new ways to create a more powerful yet lightweight helicop-ter. The journey began in 1969 when he founded Soloy Aviation Solutions, now located in Olympia, Washington.

It took more than eight years to develop and receive the FAA-approved Supple-mental Type Certificate (STC) for a Hiller 12E piston conversion to turbine. Soloy continued developing STC turbine conver-sions for Hiller and Bell helicopters, many of which are still in operation today.

As a working pilot, Soloy viewed air-craft as tools that needed to work hard, plus needed to be safe for the pilot and crew. Improve the aircraft by improving its systems was the underlying theme in taking on a utility plane, the Cessna 206/207, when the company began the turbine conversions in the 1980s.

The company decided to produce a Soloy reduction gearbox and attain STC approval to convert the Allison 250-C20B turboshaft engine into a turboprop. Based on the suc-cessful Soloy Hiller and Bell reduction gearbox, the gearbox for the fixed-wing air-craft had to be strong, simple and geared to produce slower propeller speeds for maxi-mum power and minimum noise levels.

The first fixed-wing prototype was the Cessna 185 that combined the gearbox — known as the Soloy Turbine-Pac — to the specially developed Allison 250-C20S engine. From there refinements to the sys-tems and production configurations of

the new powerplant were made and

experience was gained

in Cessna 210 and Cessna 337 model test beds.

The Turbine-

Pac is the

backbone of more than 80 Soloy Cessna 206/207 conversions since initial certifi-cation in 1983, company officials note.

The Mark I & the Mark IIEvery pilot will tell you that the Cessna

206 is the most versatile and capable six-place airplane in the world. They will also tell you the 206’s piston engine limits its ability to fulfill its airframe performance potential.

That all changed in 1985 when Soloy Aviation Solutions created the Mark I conversion program that changed out the 206’s Continental (T)IO-520 for a Rolls-Royce/Allison 250 turboshaft engine. By offering better performance, safety and value, the Mark I delivered everything 206 pilots and operators were looking for, Soloy officials said.

Since 1983 Soloy has produced more than 60 FAA certified Cessna 206 conver-sions that add reliability, versatility and performance to the already tough Cessna 206 airframe. The conversion installs in all 206G and most H models (both turbo and normally aspirated) from 1977 mod-els to present.

Officials at Soloy Aviation Solutions say the company is continuously looking for innovative solutions to offer Cessna 206 owners and operators. The Mark II (MKII) conversion for the Cessna 206H and T206H is the new-generation pro-gram. Among the MKII’s many advance-ments is the upgraded 450 SHP Rolls-Royce 250B17/F2 engine/gearbox, a selection of Soloy developed and STC’d modifications, state-of-the-art avionics, and much more.

From the aerodynamically clean cowl-ing to the new engine mounts, every detail of the conversion is created using the latest in computer-aided design and manufactur-ing techniques so the MKII stands up to a wide variety of operations its owners and pilots demand, company officials note.

Around the world Jet A is more abun-

dant and less costly than 100LL, creat-ing another benefit for Soloy customers. Pilots are also covered the world over by Rolls-Royce’s global support network, which makes the MKII an ideal conver-sion for a diverse range of operations, ac-cording to Soloy officials.

ConfigurationsThe Soloy MKII Sentinel was devel-

oped, in part, to meet the changing eco-nomic needs of law enforcement and government agencies. The Sentinel can perform practically any surveillance mis-sion currently performed by a helicopter at about one-third the price to buy and op-erate, company officials said.

The Sentinel has a long list of Soloy STC’d special features, including a fully-articulated observer’s seat, large left side window, wing-mount capable of attaching virtually all cameras up to 18 inches and 100 pounds, and a 200 amp generator.

With a typical speed of more than 175 knots and a fuel-efficient Rolls-Royce en-gine, the Sentinel can get on station faster and loiter longer than any conventional helicopter. Plus, with its available five-bladed composite propeller, the Sentinel

is very quiet, practically undetectable at altitude, Soloy officials said.

Law enforcement agencies who already operate a piston 206 can install the many STC’d Soloy products without requiring or needing the turbine conversion, offi-cials add.

Nearly two-thirds of the Earth’s sur-face is covered by water and many pilots choose water flying. With the combined power, speed and efficiency of the Rolls-Royce engine, the Soloy Amphib MKII, with the shallow draw depth of its Wipline 3450 amphibious floats, has the agility of a much smaller aircraft to step faster and get off the water sooner.

The Soloy MKII Jump Ship is config-ured for skydiving enthusiasts. The Jump Ship has become very popular in Europe because of strict European Aviation Safety Agency (EASA) noise restrictions. Using a 5-bladed composite MT propeller, the MKII is quiet and burns less fuel than the 208 Caravan often used for jump schools and clubs, company officials note.

Soloy’s MKII Jump Ship kit takes out

Soloy + Cessna equals innovative flying

The Soloy Amphib MKII features Wipline 3450 amphibious floats.

SOLOY | See Page 19

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the back seats so five to six jumpers can safely dive. Other features include four chute lines, special handhold rails, jump steps and a jump door.

It can take six jumpers to a jump altitude of 12,000 feet and be back on the ground for more jumpers in 13 minutes, offering jump clubs four jump turns per hour.

Whether the Soloy converted Cessna 206/207 is used in rough, remote terrains, in air patrols, for fishing, sightseeing or any number of utility operations, Soloy’s innovations keep the Cessna workhorses truly working machines, according to Dave Stauffer, Soloy’s CEO.

“Time has proven the effectiveness of Joe Soloy’s original, innovative ideas and his engineering creativity,” he said. “Our commitment is to continue the legacy that Joe set for us and to continually improve and certify something new for Cessna air-craft. And who knows to what new heights the next innovations will bring?”

Soloy.com

reduction unit (PSRU), although neither currently has an STC.

Officials at Firewall Forward of On-tario, Canada, (Firewall.ca) say that the company’s conversion kit “is an economi-cal re-engine solution for owner-operated and experimental category spray planes currently using O-470 and IO-520 en-gines.”

Firewall Forward Operations Manager Archie Dobbins added that although “the company’s engine conversions are intend-ed for the experimental and, in some cas-es, the restricted category, such as spray planes and other non-passenger commer-cial operations, we have gotten enquiries from Cessna 172, 180, 185, and 188 own-ers about installing one of our Corvette engine and CAMDRIVE 500 redrive con-versions on owner maintained aircraft.” Offering such a conversion kit might be in the company’s future, he added.

Quiet Aviation (QuietAviation.com), a Florida-based company, is pursuing an STC for its Corvette installation in a 172. Former aerospace and flight test engineer Al Aden and Orlando Helicopter Airways owner Fred Clark have made a 1968 Sky-hawk the flying test bed for a Corvette installation.

“We have about 70 flying hours on N46240 and are running tests to prove that what we’ve got is okay before we request an amendment to the (STC) issue paper,” Aden said. “I hope in three months we can update our website announcing the sale of the experimental conversion. The price would be less than $30,000 and that’s a bolt-on conversion, and we can actually reduce the cost if the person wants to ex-change an engine and a prop.”

“We are using a factory crated Corvette engine,” he continued. “It’s the LS-3, which is a 430-hp engine, although we can’t use all of it because the airframe won’t take it. We’re set up so that a per-son can fly continuous 180 horsepower so long as he doesn’t exceed the never ex-ceed structural speed. We do that by put-

ting a prop on that does not exceed 2,600 rpms, which is 180 horsepower. We use auto fuel and fuel consumption is testing lower than an O-360.”

Another popular Cessna modification is a new exhaust system. A few years ago I chose a Power Flow system (PowerFlow-Systems.com) primarily for fuel economy and the results have been as advertised. Your local A&P can do the installation, although I chose Triad (HHTriad.com) in Burlington, N.C., because of its experi-ence in doing the installations.

Installing larger fuel tanks on the earlier Skyhawks also is a popular modification. Various STCs include tip tanks, additional inboard tanks or a reserve tank under the baggage compartment. The Flint Aero (FlintAero.com), Del-Air (559-784-9440) and O&N Aircraft (ONAircraft.com) mods are popular with Cessna pilots.

Some of the most minor Cessna modi-fications are among the most helpful. The addition of a Westach carburetor tem-perature gauge through Aircraft Spruce (AircraftSpruce.com) provided me with

instant feedback on any possible carb ic-ing. Door stewards from Mountain View Aviation (MtnViewAviation.com) help manage the opening and closing of doors on nearly all high-wing Cessnas up to the unpressurized 210.

The early Skyhawks did not have a bag-gage door, so I purchased the STC from Del-Air, bought a used door from Went-worth Aircraft (WentworthAircraft.com) and had it installed by my A&P.

A nice addition for 172, 182, and early model 210s is a baggage door organizer. I ordered one from Denton Enterprises (208-466-4882) in Nampa, Idaho. It screws inside the door and provides room for a couple of quarts of oil, a spout, fuel sampler, rags, tools, and other small items.

My Skyhawk has a couple of other ma-jor modifications. The biggest is the con-version to conventional gear, turning the tricycle gear 172 into a tailwheel aircraft with the Bush conversion STC (620-782-3851 or 800-972-0988).

There is a similar STC to convert the

182 into what is essentially a 180. The aircraft also has tail handles (B.A.S., Inc.) which slide out of the fuselage, making it easier to move the plane around. The tailwheel conversion was paired with the Bush STOL kit. The Horton STOL kit (STOLCraft.com) was also mentioned by Cessna pilots. My current wish list also includes vortex generators to lower stall speeds and improve low speed handling. Micro Aerodynamics (MicroAero.com) has an extensive selection.

Bigger tires, particularly the Alaskan Bushwheel models (AkBushwheel.com), are popular additions to 170 and 180 tailwheel Cessnas. Alaska Tundra Tires (AlaskaTundraTires.com) also offers the tires.

Some of my flying friends are near re-ligious about upping that cruise number and recommend Knots2U (Knots2U.net), which is best known for fairings for wheels and cowling and vortex gen-erators. Check also Maple Leaf Aviation in Canada (AircraftSpeedMods.ca) for Fancy Pants wheel fairings.

The biggest item on my current wish list is an engine analyzer with fuel flow. J.P. Instruments (JPInstruments.com) and Electronics International (Buy-EI.com) are popular choices with Cessna pilots.

A good source to evaluate Skyhawk modifications is the Cessna 172 club, an online forum at Cessna172Club.com/Forum. There’s no membership fee. I checked online a couple of days ago at the 172 Club site and came up with a few more popular suggestions for modifica-tions.

The top ones not already mentioned in-cluded: Right hand opening window; im-proved air vents; upgraded avionics with traffic monitoring; coupled GPS and au-topilot; folding jump seats; and a ballistic parachute.

CESSNA MODS | From Page 16

Mechanics at Triad Aviation in Burlington, N.C., put a Power Flow exhaust system on a Cessna.

See more on Cessna modifications in our Special Advertising Section, which begins on page 20.

The Soloy 206H MKII includes the upgraded 450 SHP Rolls-Royce 250B17, a number of Soloy developed and STC’d modifications, and state-of-the-art avionics.

SOLOY | From Page 18

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Every part of a factory rebuilt makes so much sense, it’s practically a no-brainer. With an engine built to factory-new specifications that comes with a zero-time log book, a 2-year factory warranty, and increases your airplane’s value, what’s to think about? Learn more at Lycoming.com, or call 800-258-3279.

FACTORY REBUILT: THE INDUSTRY’S MOST WELL-THOUGHT-OUT NO-BRAINER.

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Long-term memory stimulated every time you think about what a

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do the thinking. Scan here to learn more.

*Certain restrictions apply. Exchange engine core requirements will be dependent upon the selected offer. Contact your Distributor or visit Lycoming.com for more details. *Offer subject to end or change at any time. © 2013 Avco Corporation. All rights reserved.

*

Client: LycomingAd Title: Factory Rebuilt No-BrainerPublication: GA News - Feb 2013

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20 Cessna Mods & Maintenance - Special Advertising Section February 8, 2013Check it out! Looks like some great stuff here

Hydraulics International Inc. (HII) has more than 35 years of hydraulic and pneumatic engineering experience in the design and manufacture of a wide range of portable and stationary high pressure breathing air, oxygen, nitrogen booster and hydrostatic test packages.

Applications include, but are not limited to, charging oxygen life support cylinders for onboard aircraft use, mili-tary, medical, fire and safety, diving, fill-ing and charging of carbon dioxide cyl-inders for the inflation of escape chutes and life rafts, filling of nitrogen cylin-ders for tire inflation, charging landing

gear suspension struts and accumula-tors, and processing industries.

We offer standard products and custom configurations. We separate ourselves from other manufacturers by offering the ability to design a specific need into a standard product in an in-tegrated package.

HII manufactures every major component at our Chatsworth, Cali-fornia, facility with a large inventory of boosters and parts. We pride ourselves on supporting the sales efforts with the ability to respond to customer require-ments quickly and accurately.

We are committed to giving you

the very best professional and person-alized service with responsible answers regarding model selection, availability and delivery. Our three facilities ac-commodate our complete product lines with stock for immediate delivery. Our

expanded inventory and competitive pricing allows you to order from a sin-gle source.

Please contact us for a FREE catalog at 818-407-3400 or 888-780-7867.

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Belfort Instrument Co. developed its first aviation weather system — DigiWx — in the 1990s. It was de-signed to provide a cost-effective weather system that was easy to in-stall and maintain. Since its initial de-ployment, Belfort has worked on up-dating and improving it to meet small airport needs at an affordable price.

DigiWx AWOS AV is an FAA certi-fied system that has an optional cloud height sensor (Ceilometer).

Belfort has introduced significant enhancements to DigiWx so that real time, local weather information can be received automatically over stan-dard UNICOM frequencies or dis-creet VHF frequency, telephone, the Internet, or on its portable handheld device. With the DigiWx on the Inter-net, the real-time weather is available on XM WX and other handheld smart-phones using the ForeFlight App.

DigiWx Advisor is a proprietary software program that provides a

graphical display of local weather data collected from the base DigiWx Weather Station. The data can be viewed from a PC terminal at the airport or over the web, for preflight planning and general airport opera-tions. It has an event manager capa-bility that allows ground personnel to provide visual and audible alerts of important changes in weather condi-tions. In addition, the program cap-tures all weather conditions along with any changes for a 30-day pe-riod, to support accident/incident in-vestigations if needed.

Belfort now has more than 125 DigiWx AWOS AV installed at air-ports, heliports, and offshore plat-forms and we believe the DigiWx is the right product at the right price for your general aviation airport. All DigiWx systems are designed to be rapidly installed and easily main-tained.

www.belfortinstrument.com

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Every part of a factory rebuilt makes so much sense, it’s practically a no-brainer. With an engine built to factory-new specifications that comes with a zero-time log book, a 2-year factory warranty, and increases your airplane’s value, what’s to think about? Learn more at Lycoming.com, or call 800-258-3279.

FACTORY REBUILT: THE INDUSTRY’S MOST WELL-THOUGHT-OUT NO-BRAINER.

FACTORY SUPPORT WITH 2-YEAR WARRANTY

Long-term memory stimulated every time you think about what a

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SAVE UP TO $5,000Save your brain. Let us

do the thinking. Scan here to learn more.

*Certain restrictions apply. Exchange engine core requirements will be dependent upon the selected offer. Contact your Distributor or visit Lycoming.com for more details. *Offer subject to end or change at any time. © 2013 Avco Corporation. All rights reserved.

*

Client: LycomingAd Title: Factory Rebuilt No-BrainerPublication: GA News - Feb 2013

28526 FacRebNoBrnr_wTag_GA News.indd 1 1/28/13 2:33 PM

Check it out! Looks like some great stuff here

Fly into Kissimmee Gateway Airport for the ultimate in aviation history thrills. Check out our warbird

museum, and watch a Luftwaffe fighter restoration in progress. Then strap into a T-6 Texan for an adventure flight, or conquer the sky in a P-51

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Vortex Generator Technology

4000 Airport Road, Suite DAnacortes, Washington 98221

(800) 677-2370(360) 293-8082 FAX (360) 293-5499www.microaero.com [email protected]

Available for Twins & Singles

Kit Price$695 to $3950

MICRO VORTEX GENERATORS Over 500 ModelsFAA-STC Approved....just to name a few

Micro VGs are installed on the leading edge of the wings and on tail surfaces to help keep air attached longer at slower speeds. This reduces the Stall Speed, improves controllability, improves characteristics, creates a more stable instrument platform and gives better aileron response and rudder authority.

VAN BORTEL AIRCRAFT INC®

Trade Your Cessna for a Cessna from the World’s

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Van Bortel Aircraft will take ANY Single Engine Cessna in Trade!Call 800-SKYHAWK to get the Trade Difference the Same Day!

1956 to 2012

10316 VBA TRADE-GAM.indd 1 1/25/13 2:03 PM


Van Bortel Aircraft has specialized in selling Cessna aircraft since 1985, choosing only the lowest time aircraft that have always been hangared and have no damage or corrosion, for its inventory. Based at Arlington Munici-pal Airport (GKY), just 12 miles south of Dallas-Fort Worth International Air-port, Van Bortel Aircraft is dedicated to excellence and 100% customer satis-faction.

The world’s largest Cessna dealer, Van Bortel Aircraft is an authorized Cessna Sales Team Authorized Repre-sentative (CSTAR) sales facility, as well

as an authorized Cessna service sta-tion for single, multi-engine and prop-jet aircraft.

The company’s extensive inven-tory is detailed on its website (www.vanbortel.com). Interested buyers are always welcome to travel to Van Bortel Aircraft’s facilities in Texas, or compa-ny representatives will fly the aircraft you are interested in to your ramp for inspection by you and your mechanic at no cost or obligation to you.

Even then, you can complete the deal with the knowledge that Van Bor-tel Aircraft offers a 100% 60-day/60-

hour money-back guarantee. Need more time? The company also offers a 90% money-back guarantee on air-craft that are returned within 180 days (60 hours) and an 85% money-back guarantee on aircraft returned within 365 days or 120 hours.

On top of that, Van Bortel Aircraft takes trade-ins, as well as offers the industry’s best financing, with rates at 5.49% (10% down, 20-year term).

“I personally guarantee the quality of our pre-owned aircraft,” says How-ard Van Bortel, president. “If you are not satisfied for any reason with your

pre-owned aircraft, Van Bortel Aircraft will buy back any pre-owned single-engine aircraft we own from you at 100% of the purchase price paid any time during the first 60 hours of flight time or the first 60 days of ownership — whichever comes first — beginning on the date of delivery. All I ask is that the aircraft be returned by the pur-chaser to Arlington, Texas, in the same condition as when purchased. You de-serve only the very best, and I want to be sure you get it.”

800-SKYHAWK (1-800-759-4295) or www.vanbortel.com

Cessna dealer offers money-back guarantee

Vortex Generators provide im-proved controllability at slow speeds. Improved control equals improved SAFETY.

Here at Micro Aerodynamics Inc. we have received 76 calls saying “Thanks to your Micro VGs for saving my life!”

At AirVenture Oshkosh 2010, a couple came to our display booth and said, “We are so glad you are here so we can thank you in person for our lives!”

It always relates to improved con-

trollability. The vortices created by the VGs keep the air attached to the aile-rons, rudder and elevator so all control surfaces respond better.

One owner in Texas put it best when he said, “With Micro VGs the tail of my Cessna 310 thinks it’s 4 feet taller and the rudder thinks it’s 2 feet longer.”

Ramon Nava, landing his Cessna 340 in Baja, was on final about 500 feet when one flap on one side let go. He cranked in full aileron and with the VGs keeping the air attached to the ai-

leron he was able to keep the airplane upright — just barely!

Yes, there is a STOL benefit with VGs by reducing stall speeds with short-er landing and shorter takeoff, but they also provide: More stable instrument platform; improved performance at high altitude; and smoother ride in tur-bulence. Many owners have said, “VGs are the best buy in aviation and the best safety improvement.”

A Micro VG Kit includes everything needed for the approximately one-day

installation, except a bottle of isopropyl alcohol, a roll of paper towels and a ladder to climb up and mount the VGs on the wings and tail. The illustrated install manual makes it a no-brainer installation.

With your order for a Micro VG Kit for your airplane please include: Serial number, N-number, shipping address and credit card information. We ship alodine kits (ready for paint) same day as ordered.

www.microaero.com

Improved controllability with Micro VGS

VAN BORTEL AIRCRAFT INC®

Trade Your Cessna for a Cessna from the World’s

Largest Cessna Dealer

Van Bortel Aircraft will take ANY Single Engine Cessna in Trade!Call 800-SKYHAWK to get the Trade Difference the Same Day!

1956 to 2012

10316 VBA TRADE-GAM.indd 1 1/25/13 2:03 PM

17725 48th Drive N.E., Hangar A&B 1-360-435-0900Arlington, Washington, 98223 fax: 1-360-403-9304www.cannonavionics.com [email protected]

Garmin G500 - G600

Visit us at our new location on the west side of Arlington Airport!

Avionics Dealer for:

We’ll pay the sales tax on your GTN-750, GTN-650,

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rev2

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113


Cannon Avionics Inc. has been in the avionics business for more than 30 years.

Established in 1980, the company is an authorized dealer for Garmin, Bendix/King Honeywell, S-TEC, Aspen AuRACLE, JPI, Sandel, L3, Avidyne, Shadin, and others.

Cannon’s technicians have more than 40 years combined experience and are conveniently located at Arling-ton Municipal Airport in Snohomish County just north of Seattle.

Cannon Avionics caters to the unique requirements of the general avi-

ation community, covering all aspects of avionics installations and upgrades.

Cannon Avionics is proud to an-nounce its new AuRACLE dealership. AuRACLE offers comprehensive engine and fuel situational awareness, de-livered on a stunning full-color glass panel display. You will agree that Au-RACLE is the best co-pilot you will ever have! Both the AuRACLE CRM2100 (single-engine unit) and the CRM2120 (twin-engine unit) are STC’d as a pri-mary instrument. The CRM2100 and CRM2120 are easily read and quickly interpreted, immediately alerting you to

any abnormal engine condition.The AuRACLE units provide the in-

formation you need to make rapid criti-cal decisions. Nothing else comes close to the way AuRACLE makes advanced engine management easy! Pilots are able to see the entire engine and fuel data clearly and downloading the data is a snap, making for a great flying ex-perience.

We do not currently charge sales tax for Garmin G-500, G-600, GNS-430, GNS-530, Aspen Avionics EFD-1000 Pro, AuRACLE, or any of the two-axis certified autopilots installation.

Shopping at Cannon Avionics can liter-ally save you thousands of dollars!

Cannon Avionics is equipped with a full range of test equipment and parts, allowing us to install and repair avionics professionally and efficiently. Our technicians also receive annual manufacturers’ qualified training.

For more information, call 360-435-0900, drop by to see us at 17725 48th Drive N.E. Hangar A&B, Arling-ton, Wash., 98223, send us an email at [email protected], or visit us on Facebook.

www.cannonavionics.com

Cannon Avionics: A trusted name for 30 years

Aero-Classics Heat Transfer Prod-ucts, Inc., the world’s largest manu-facturer of FAA-PMA (Federal Aviation Administration-Parts Manufacturing Approved) oil coolers for general aviation, announces the release of its new line of High Efficiency Series oil coolers.

Aero’s new HE Series FAA-PMA oil coolers are designed to be direct re-placements for Stewart Warner (today known as Meggitt) oil coolers — most of which do not have FAA-PMA.

Aero’s new HE Series oil coolers

are approved for use on many Beech, Cessna, Grumman, Mooney, Rob-inson Helicopter, and other popular aircraft makes. The list below shows the SW part number and the corre-sponding Aero-Classics HE Series re-placement part number:

SW P/N: Aero’s HE Series P/N:


10578R 8001535 10717C 800061810568R 8001640 10865B 80017018406R 8001602 10880A 800171310599R 1001599 10886A 8001723



10610R 8001646 10891A 800171810611R 800164910634R 800165210614R 800164310877A 80015888432R 80016898432S 8001694

Aero-Classics new HE Series oil coolers are intended to be a competi-tively priced option for those whose aircraft came with a Stewart Warner oil cooler. Aero’s new line of HE Series

oil coolers come with full FAA-PMA documentation, an industry leading two year/2,000-hour warranty, and heat rejection capabilities that match or exceed the competition.

For specific aircraft model eligi-bility, contact your local FBO or A&P or call Pacific Oil Cooler Service, Inc. at 800-866-7335. To find an Aero-Classics distributor near you, visit Aero’s website at www.Aero-Classics.com or call them direct at 909-596-1630.

www.Aero-Classics.com

High efficiency oil coolers released

Cessna

Our FAA/STC fix forTCM Critical Service Bulletin“CSB 02-2C” could save you

more than $3,000.00 over OEMCheck our Web Site for details

Starter AdapterOverhaul Kits

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“CALL TODAY - FLY TOMORROW”

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‘HAND PULL” CLUTCHFOR CONTINENTALS

Delco-Remy 1971890R$195.00 exchange

FAA accepted as “directreplacement” for original

copper cooleron PA-18 / 19 / 20 / 224lbs lighter and 50%

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300/360/470/520/550 series engines

WindowLatches

“CALL TODAY - FLY TOMORROW”

1700 Henry Ave, Fleming FieldSouth St. Paul, MN 55075

www.wipaire.com

Wipline Floats Aircraft Skis Modi�cations Part Sales

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Wipline Floats ∙ Modi�cations ∙ Wipline Airglide Skis ∙ Aircraft Sales

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Over 50 Years of Innovation, Quality and Reliability

1700 Henry Ave, Fleming FieldSouth St. Paul, MN 55075

1.888.947.2473 ∙ www.wipaire.com

Cessna 208Single Point Fueling G-28360 lb GWIExtended BaggageBoiler Plate Beef-Up KitFirewall Relish Tray Beef-Up Kit“Caravan 675 HP” Conversion

Cessna 206Co-Pilot Door and Step“Wip” Tips Wing ExtensionsIO-550 Engine Upgrade

Cessna 185IO-550D Engine Upgrade

Call today to see what we can do for your Cessna! 1.888.947.2473

CESSNA MODSby Wipaire

February 8, 2013 Cessna Mods & Maintenance - Special Advertising Section 25Check it out! Looks like some great stuff here

Wipaire is often recognized as the designer and manufacturer of Wipline floats. However, you may not realize that Wipaire has also been engineering and building the highest-performing and most popular aircraft modifica-tions since 1960. These include a long list of the industry’s finest performance-enhancing modifications and factory upgrades for several Cessna aircraft, as well as some Piper, de Havilland, and Aviat aircraft.

The Cessna 206 and 208 boast the widest variety of Wipaire modifications. Approximately 30 Stationairs come to

Wipaire’s 40,000-square-foot mainte-nance facility every year to receive co-pilot doors, “Wip-Tip” wing extensions, IO-550 engine upgrades, Hartzell or McCauley propeller upgrades, or a va-riety of Cessna after-market options, as well as maintenance, paint refinishing, avionics or interior services. Wipline amphibious and straight floats are among the most popular installations.

The Cessna Caravan has a similar menu of options from Wipaire, includ-ing the Wipaire single-point fueling sys-tem, a gross weight increase for both land and seaplanes, a 75-horsepower

upgrade for 600-horsepower models, and firewall reinforcement modifica-tions, including Cessna’s “relish tray” and Wipaire’s additional firewall “beef-up” mod. Wipaire also regularly installs any number of factory options and other brand after-market features, as well as its own amphibious or seaplane floats.

The Cessna 185 is another aircraft with several Wipaire add-on options. These include an IO-550 engine and Hartzell propeller upgrade, hydraulic wheel skis and amphibious or seaplane floats. A.R.T. wing extensions also are

a popular after-market product instal-lation as they increase the gross weight of the 185 on Wipline 3000 floats to 3,525 pounds.

Wipaire also has a handful of mod-ifications for the Cessna 180 and 172 and is currently working on an array of performance-enhancing products for the 182.

All but a few of the modifications mentioned were conceived and devel-oped by Wipaire’s own engineers — a core competency that has carried the company for more than 50 years. 888-947-2473, www.wipaire.com

Wipaire: Pioneering modifications since 1960

If you’ve got questions about parts needed to get your airplane back into the air or to keep it flying reliably and safely, a good place to start getting the answers you need is Niagara Air Parts.

From the company’s extensive “in stock” inventory of parts in Niagara Falls, N.Y, ordered parts can be shipped anywhere in the world, usually on the same day the order is received.

Niagara Air Parts is a factory di-rect distributor in the U.S. for Canadian Aero Manufacturing, a Transport Can-ada-approved aircraft parts manufac-turer and maintenance organization.

Both companies are owned by Ronald Newburg, a Toronto native who has been flying since 1964.

After a successful career in insur-ance, Newburg founded Canadian Aero Engine & Accessories in 1987 to provide a source of quality en-gines overhauls and repairs. Through that business, he discovered a need for another company to manufacture parts, such as clutches, which were a continuing problem for his customers. The company has since branched out, receiving manufacturing approvals for the entire starter adapter and all of its

components. It also manufactures and supplies oil coolers, oil pumps and oth-er parts.

It also provides replacement win-

dow latches for 100, 200 and 300 se-ries Cessna aircraft.

Niagara Air Parts keeps you flying safely

NIAGARA AIRPARTS | See Page 26

No Airframe Mods!Increase the value of your aircraft with a new or zero-time factory rebuiltengine — built to new specifications with the latest manufacturing updates. ForCessna Models 180,182,185, 205, 206, 207, and 210.

♦ Increased Power♦ Greater Performance♦ Improved Safety♦ Better Fuel Economy♦ Shorter Takeoffs♦ Faster Climb and Cruise

[email protected] www.txskyways.com1-800-899-7597

MORE POWER, MORE SAFETY, MORE PERFORMANCETexas Skyways engine upgrades deliver the reassurance of power and performance thatevery pilot needs - 280HP, 285HP, 300HP, and coming soon, 310HP.

Don’t miss out!Our next Special AdvertisingSection featuring Seaplanesmails to subscribers March 8.Advertising deadline is Feb. 21.Call Ben Sclair at (800) 426-8538to reserve your ad space!


The need for pneumatic de-icer products for general aviation aircraft has been recognized by B/E Aerospace, Inc. for a number of years. Ice Shield De-icing Systems offers an extensive line of pneumatic de-icers available for re-placement of original de-ice boots. Ice Shield is available for a wide variety of

piston and turboprop aircraft operating today. All Ice Shield pneumatic de-icers feature Edge Guard technology, which has been laboratory proven to extend service life up to 60%. Ice Shield 2, an extension of the existing Ice Shield de-icer line, applies the sewn-carcass tech-nology to the most popular older air-

craft, while fitting the exact footprint of the older tube-type (Type 23) de-icers.

Ice Shield also offers a line of pro-peller boots, both in etched foil and wire wound patterns. The propeller de-ice boots feature a tapered edge design for easier application and have a tex-tured bond surface for superior adhe-sion. Wire harnesses are available in a variety of lead configurations from tra-ditional ring terminals to quick discon-nect systems.

With a focus on customer service, Ice Shield offers a no-charge, 48-hour delivery guarantee to customers in the United States and no-charge UPS de-livery to Canada. The product line is readily available through a network of

distributors throughout the world. Ad-ditionally, a network of factory certified installation centers is established to provide convenience in picking a loca-tion closest to the aircraft owner and operator.

B/E Aerospace is the world’s lead-ing manufacturer of aircraft cabin inte-rior products and a leading aftermarket distributor of aerospace fasteners. B/E designs, develops and manufactures a broad product line for both commercial aircraft and business jets and provides cabin interior design, reconfiguration and passenger-to-freighter conversion services.

www.iceshield.com, www.beaerospace.com

De-ice with B/E Aerospace

Move your Skylane into the fast lane. You can add about 36 KTAS, cut takeoff distance in half, and double the rate of climb in your Cessna 182 S or T.

Of course it does take a more powerful engine to do this — namely, a Continental IO-550, 310 horsepower.

With the additional power, what about fuel consumption?

Normally, we think about gallons per hour rather than miles per gal-lon. The Continental engine with 8.5:1 compression excels either way you compare.

In fact, if you slowed the airplane with the 310-hp engine down to the speed of the airplane with 230 hp, you would use about 3 gallons less fuel per hour. The higher compression 310-hp engine is more efficient than the low compression 230-hp engine. And com-paring miles per gallon, a 182 with the

310-hp engine will cruise at about 166 KTAS, using about 15 gph. This is about 13 miles per gallon at 190 miles per hour.

The increased performance is also aided by the three blade Hartzell “Buc-caneer” propeller with an 82-inch di-ameter. Dual tuned exhaust, tuned in-take system, and fuel injection add to the efficiency and performance of the 550 cubic inch engine.

Consider upgrading your airplane rather than just overhauling the origi-nal engine. You will enjoy the turbine smooth comfort offered by the six extra thick vibration isolators and three blade Hartzell propeller. Also, you will enjoy the comforting thought that you have bought the best possible improvement for your family and the legendary Sky-lane.

Texas Skyways: Delivering perfor-mance, exceeding expectations.

www.txskyways.com

Move your Skylane into the fast lane

By opening Niagara Air Parts in New York, the Canadian businessman solved the problem of customs delays so his company could live up to its motto: Call Today, Fly Tomorrow.

Niagara Air Parts also provides the highest quality overhauls with the lowest possible price and excellent warranty.

800-565-4268, www.niagaraairparts.com

NIAGARA AIR PARTS | From Page 25

February 8, 2013 Cessna Mods & Maintenance - Special Advertising Section 27Check it out! Looks like some great stuff here

Accident ReportsThese February 2011 accident reports

are provided by the National Transporta-tion Safety Board. Published as an educa-tional tool, they are intended to help pilots learn from the misfortunes of others.

Aircraft: Cessna 172.Injuries: 2 Serious.Location: Welch, W.Va.Aircraft damage: Substantial.

What reportedly happened: The pi-lot, whose student pilot certificate was expired, was practicing landings with a tailwind at a closed airport in an unregis-tered airplane. According to FAA records, the plane was registered to an individual in Georgia, but had been purchased by the pilot about a week before the accident.

The pilot refused to provide a statement, but a witness said the plane was too fast on landing and too slow on climb-out after the landing was aborted. It hit trees at the end of the runway, and then settled into trees below the elevated runway. Welch Municipal Airport was closed March 15, 2007. The status of the airport was posted in the Notices to Airmen (NOTAM) and the runways were marked closed. City of-ficials reported the pilot has operated air-craft from the airport since its closure and has continued to do so since the accident.

Probable cause: The unlicensed pilot’s decision to land on a closed runway with a tailwind, his failure to attain the proper touchdown point, and his delayed deci-sion to attempt a go-around, resulting in a collision with trees.

Aircraft: Mooney M20K.Injuries: 1 Serious.Location: Urbana, Ill.Aircraft damage: Substantial.

What reportedly happened: Before the flight, the pilot contacted the destina-tion airport’s FBO to inquire about the lo-cal wind conditions. It was his intention to divert to an alternate airport if the cross-wind was too strong. During the final ap-proach, the plane encountered turbulent wind and ballooned during the landing flare. He attempted a go-around, but the left wing hit the ground.

Probable cause: The pilot’s failure to maintain control during the go-around.

Aircraft: Cessna 172.Injuries: None.Location: Plattsburgh, NY.Aircraft damage: Substantial.

What reportedly happened: The stu-dent pilot, accompanied by a CFI, was practicing touch-and-goes. During an approach, the airspeed and altitude de-creased more than intended. The left wing hit the runway. The CFI took over the controls and landed the plane. While taxi-ing to the ramp, they noticed the wind had increased more than reported. Recorded wind conditions were variable from 7 to 10 knots, with gusts to 17 knots.

Probable cause: The loss of directional control during the landing flare and the CFI’s delayed remedial action.

Aircraft: Aeronca O-58C.Injuries: 1 Fatal, 1 Minor.Location: San Luis Obispo, Calif.Aircraft damage: Substantial.

What reportedly happened: The air-plane was in cruise flight at 3,500 feet MSL when the engine quit. The pilot re-started the engine, and it ran for about 20 seconds before quitting again. He then applied carburetor heat and made numer-ous attempts at restarting the engine, none of which were successful. He decided to land in a field and the plane hit trees on the edge of that field.

The meteorological conditions at the time of the accident were conducive to serious carburetor icing at cruise power. Although the pilot applied carburetor heat after the initial power loss, the engine likely did not run long enough to melt the ice and restore power.

Probable cause: The pilot’s delay in using carburetor heat, which resulted in a loss of engine power due to an encounter with carburetor icing conditions.

Aircraft: Cessna 172.Injuries: None.Location: Lancaster, Calif.Aircraft damage: Substantial.

What reportedly happened: A CFI and student pilot were practicing short field procedures. They completed several uneventful landings, then on the last ap-proach, the CFI noted that the student had

leveled the airplane too high. He instruct-ed the student to add power, but the stu-dent reduced power and lowered the nose. The airplane landed hard and the CFI im-mediately took control of the airplane, bringing it to a stop on the runway. The airplane sustained substantial damage to the firewall during the accident.

Probable cause: The student’s improp-er flare, which resulted in a hard landing.

Aircraft: Glastar.Injuries: 1 Minor.Location: Wilsonville, Ore.Aircraft damage: Substantial.

What reportedly happened: The pilot took off in his amphibious airplane with the intention of flying a closed traffic pat-tern. Because he planned to land back on the runway, he left the landing gear in the extended position. During the departure, he overflew a river, and made a spur of the moment decision to land in the river and forgot that the wheels were extended.

The airplane was not equipped with an aural gear warning horn or gear position lights, however, it was equipped with mir-rors on each wing so that the pilot could visually determine the position of the gear. The pilot did not check the mirrors, therefore he did not notice that the land-ing gear was down. The airplane nosed over as it decelerated and sustained sub-stantial damage.

Probable cause: The pilot’s failure to raise the landing gear wheels prior to landing in water, resulting in a nose over.

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Kissimmee Gateway Airport (ISM) in Florida is home to three full-ser-vice, fixed-base operators (FBOs); three flight schools; multiple T-han-gars; and recreational activities, such as the Warbird Museum and an ad-jacent 18-hole golf course. The air-port’s FBOs meet the needs of pilots, aviation enthusiasts and business cli-ents once they’re on the ground, from high luxury to high value: Kissimmee Jet Center, Ranger Jet Center and Sig-nature Flight Support.

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Ranger Jet Center provides a range of fueling and line services, ground transportation, catering, han-gar and ramp space. The cleanliness of its facility and wide range of ser-vices make visits to Central Florida pleasant and productive. For more information, please visit www.ranger-jetcenter.com.

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Among Kissimmee Gateway Air-port’s flight schools, Sunstate Avia-tion is in the middle of constructing a world-class hangar and learning facility that will completely replace its existing facilities. Orlando Gateway Sport Pilot Aviation Center contin-

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Kissimmee Gateway Airport is located eight miles from Walt Disney World and 10 miles from the Orange County Convention Center. The air-port accommodates general aviation air service 24 hours a day with two paved runways, 5,000 and 6,000 feet. Its air traffic control tower oper-ates from 7 a.m. to 10 p.m.

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over Louisville, 502-767-2255.May 3-5, 2013, Temple, TX. Central

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Century Celebration, 573-449-6520.Oct. 10-12, 2013, Fort Worth, TX. AOPA

Aviation Summit 800-872-2672.Jun. 15, 2013, Denton, TX. Denton Air Show.

Western United StatesFeb. 23, 2013, Buckeye, AZ. Buck-

eye Air Fair (BXK)Feb.23-24, 2013, Puyallup, WA. Northwest

Aviation Conference 866-922-7469.Feb. 28-Mar. 2, 2013, Butte, MT. Montana

Aviation Conference 406-444-9580.Mar. 2, 2013, Hollister, CA. Frazier

Lake Airpark Antique Aircraft Display/Fly-In (1C9) 831-726-9672.

Mar. 25-28, 2013, Las Vegas, NV. Avia-tion Electronics Association (AEA)

Convention 816-347-8400.Apr. 6, 2013, Riverside, CA. 21st An-

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Lake Airpark Antique Aircraft Display/Fly-In (1C9), 831-726-9672.

May 1-5, 2013, McCall, ID. Spring Canyon-lands Fly-In Safari (MYL), 208-634-1344.

May 4, 2013, Hollister, CA. Frazier Lake Airpark Antique Aircraft Display/Fly-In (1C9), 831-726-9672.

May 11-12, 2013, Shafter, Calif. Mad-ness Over Minter, 61-393-0402

May 17-18, 2013, Idaho. Idaho Avia-tion Expo 208-861-9056.

May 18-19, 2013, Spokane, WA. Sky-fest 2013, 509-995-8861.

Jun. 1-2, 2013, Hollister, CA. Fra-zier Lake Airpark Antique Aircraft Dis-play/Fly-In (1C9), 831-726-9672.

Jun. 7-9, 2013, Marysville, CA. Golden West Fly-In (MYV), 530-852-0321.

Jun. 11-14, 2013, McCall, ID. Ba-sic 4-Day Mountain Canyon Flying Course (MYL), 208-634-1344.

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Jun. 25-28, 2013, McCall, ID. Advanced Course at Sulphur Creek (returning par-ticipants only) (MYL), 208-634-1344.

Jul. 6-7, 2013, Hollister, CA. Frazier Lake Airpark Antique Aircraft Display/Fly-In (1C9), 831-726-9672.

Jul. 9-12, 2013, McCall, ID. Ba-sic 4-Day Mountain Canyon Flying Course (MYL), 208-634-1344.

Alaska/HawaiiMay 4-5, 2013, Anchorage, AK. Alaska State

Aviation Conference, 907-245-1251.

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Garmin has launched the GTR and GNC series of VHF COM and NAV/COM radios.

The radios offer a variety of features, such as a unique frequency database, which makes it easy to find frequencies associated with an airport by entering the location name or ID, company officials said. Pilots can also find the nearest air-port, area control center, flight service station, weather frequencies and VORs. All models also include a COM monitor function, which provides the utility of two receivers in one, allowing the pilot to lis-ten to ATIS transmissions without leaving the active ATC frequency.

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Sporty’s releases Instrument Rating App

Sporty’s Complete Instrument Rating Course is now available as an iPhone/iPad app. The FAA WINGS-accepted app includes 13 hours of video and graphics, including 3D animations to help explain difficult concepts, Sporty’s officials said. Included is a written test preparation

program. The app also includes a flight training syllabus, interactive maneuvers guide and integrated Practical Test Stan-dards.

Sporty’s Instrument Rating App Demo is available as a free download. The en-tire course, which can be purchased for

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Take the guesswork out of fuel decisions

Cockpit Apps, maker of the flight log app iLOG, has launched iFUEL, which helps pilots take the guesswork out of fuel decisions.

The app, available through iTunes for the iPhone and iPad, takes into account fuel prices at each destination, burn rate for your aircraft, and ramp fees. Other calcula-

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Color Logo (3” max) + word fee $78 per inch $39 per inch

Classified Ad Pricing InfoFax completed form to (858) 712-1960 or mail to: General Aviation NewsP.O. Box 39099, Lakewood, WA 98496


FAA Certified Repair Station #V56R854K

Avionics SalesAnd Service

ASPEN • AVIDINE • GARMIN • S-TEC • JPI • L-3 • AND MANY MORE

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Avionics - 6500 Avionics - 6500

Aeronca - 1050

CITABRIA, AERONCA Scout, Decathlon, salvage, sur-plus, 5-ply birch formers, gear legs straightened, repair, wing inspection kits. RAINBOW 509-765-1606/fax:1616. [email protected] www.rainbowflying.com

FREE UNIVAIR INVENTORY LISTING Hundreds of FAA-PMA’d parts. Contact: UNIVAIR, 2500 Himalaya Rd, Aurora CO 80011-8156. Toll free 1-888-433-5433, info 303-375-8882, fax 800-457-7811, www.univair.com

1946 AERONCA Champ 65hp, TTE/AF-1633: New: Wood-Prop : New-Compass; New Tachw/Drivecable; Wing-Tanks (6gal-each): New Mags/Harness/plugs. All Ad’s Complied with- wings recovered/painted. Annualed. $31,000. 989-786-4908 [email protected]

Beech Bonanza - 1505

1947 BONANZA 7829-TTAF, 445-SMOH, 10.3-SPOH, engine 22-STOH, dual-control, IFR. 3rd-window, fresh annual, Reduced/$19,500. Will trade. Not a piece of junk. Earl 360-754-5221, 360-292-7220.

1979 F-33A, 287-SMOH, 3281-TT Garmin430 GPS, HSI, S-Tec55 A/P, very nice P&I, Beech maint, CA A/C, NDH. $119,950. 510-783-2711, www.americanaircraft.net

1950 BONANZA B35 TTAF 3215, SMOH 347, E-255 En-gine, 50 gal, No Damage History, Hangared. $28,500. Bob 253-335-3944.

Beech Muskateer - 1520

1965 BEECH MUSKETEER A-23II, 2627-TTAF, 1317-SMOH, Mitchell-300 NavCom, P&I-8/8, xpdr/enc, 4-pl in-tercom, new W/S-2004, same-owner last 23yrs, hang-ared, $18,500, 208-301-1115.

Beech Duke - 1606

1975 DUKE TT2544, SFOHE L-194/R-172, SOHPL112/R112. Known ice, htd w/s, a/c, GNS530, BLR VG/winglets, 232gal. $219,000/OBO. Blair Estenson360-293-0176.

Beech Travel Air - 1614

1958 BEECH Travel Air. Many Many mods. IFR, 450 SMOH, $69,750. Will Trade. West One Air 208-455-9393. [email protected]

Cessna 150 - 1904

BUYING OR FLYING A CESSNA 150/152?Read the complete, authoritative guide! Second Printing! Officially endorsed by the 150/152 Club! Fly safer, save thousands. You’ll love it! www.cessna150book.com

Cessna 170/175/177 - 1906

1954 CESSNA 170B 180 hp, C/S prop. $47,750. West One Air. 208-455-9393, [email protected]

Cessna 172 - 1907

1961 CESSNA 172B TTAF 6070, SMOH 482, SPOH 26, Paint and glass in 2007. NDH, Hangared. $34,900, Bob 253-335-3944

1965 C172F AVCON 180hp-conversion, 2069SNEngine, 3931TT, C/S-prop, like new show-quality paint, nice-inte-rior, metal instrument-panel update, hangared, NDH. $34,950. 510-783-2711. www.americanaircraft.net

Cessna 180/185 - 1908

1973 C-180J. 2630TT, 360 since total rebuild. Wheel gear and aqua 3190’s. www.waterfallproperty.net $135,000. AK 907-254-2163.

Cessna 182 - 1909

1973 182P, P-Ponk ,530W, 340-audio, HSI, ME406-ELT, SR8A analyzer, 3bl-prop, King-155, 2Lightspeed, 4pl-oxy. Loads of TLC. [email protected] See pic-ture: www.generalaviationnews.com

1963 SKYLANE 182F 3200 TT, 800 SCMOH, 2 NavComs, 1GS, 4pl IC, Mode C, Oil Filter. $45K. 209-533-3679.

CreamPuff 1957-182A, 3785-TT, 1571-SMOH, 508-SPOH, Sportsman STOL(35mph), MicroAero VGs, droop- tips, ext-baggage, like new paint. New panel/en-gine instruments. Front shoulder harnesses, vertical card compass, 4pl intercom, KX155 w/ILS, KT76A, IFLY750 GPS, noise canceling headsets(2). Clean, complete, well-organized logs, 300+hrs to P.Ponk conversion! $59k/obo. Brent C702-528-8001, H801-541-9003.

1960 C-182 Many mods, 206 nose-gear, 430-Garmin, extended baggage, stall “VG’s”. Must see to appreciate! West One Air, 208-455-9393, [email protected]

1966 C-182 4100 TT, 370 SMOH. Firewall Forward, Gar-min. $59,750. West One Air, [email protected], 208-455-9393.

Cessna 400 Series - 2010

1973 C421B $159,900. 2235TT, 335/330 SMOH, New-W/S’s, Robertson STOL/VG’s, Garmin-430W, 2HSIs (EFIS/analog), radar, deice, fresh annual 01/13. Trades considered. David@No-SpinAircraftSales 719-650-8667.

Cessna - 2020

CESSNA WING rebuilding, using factory jigs. CRS #UDIR892K. Aircraft Rebuilders 2245 SO. Hwy 89, Perry UT 84302 435-723-5650.

Cessna Parts - 2030

CESSNA WINGS REBUILT ON JIGSBEECH/CESSNA Control surfaces reskinned on jigs

Call for quotes. West Coast Wings 707-462-6822.

FREE UNIVAIR INVENTORY LISTING. Hundreds of FAA-PMA’d parts for 120-185.Contact: UNIVAIR, 2500 Himalaya Rd, Aurora CO 80011-8156. Toll free 1-888-433-5433, info 303-375-8882, FAX 1-800-457-7811, www.univair.com

SELKIRK AVIATION Inc. has FAA approval on compo-site cowlings for all Cessna 180, 185 & years 1956-1961 Cessna 182 planes. Also interior panels, extended bag kits, glare shields & nose bowl for most C-170 to U206 models. www.selkirk-aviation.com or 208-664-9589.

Champion Parts - 2055

FREE UNIVAIR INVENTORY LISTING. Hundreds of FAA-PMA’d parts Univair, 2500 Himalaya Rd, Aurora CO 80011-8156. Toll-free 1-888-433-5433, info 303-375-8882, FAX 1-800-457-7811, www.univair.com

Citabria - 2150

CITABRIA, AERONCA Scout, Decathlon, salvage, sur-plus, 5-ply birch formers, gear-legs straightened, repair, wing inspection kits. RAINBOW 509-765-1606/[email protected] www.rainbowflying.com

Citabria Parts - 2155

FREE UNIVAIR INVENTORY LISTING. Hundreds of FAA-PMA’d parts Contact: UNIVAIR, 2500 Himalaya Rd, Aurora CO 80011-8156. Toll free 1-888-433-5433, info 303-375-8882, FAX 1-800-457-7811, www.univair.com

DeHavilland - 2400

AVAILABLE FOR Lease DHC-3T-34 powered. DHC-2 Beavers available for lease. Also Wipline 8000A for sale. Call for price, Dan Gilbertson, Seattle 907-978-1221. See pictures at: www.generalaviationnews.com

Ercoupe - 2550

1948 ERCOUPE 415E N3460H, C-85, 194-SMOH, 4.5gal/hr Millennium-cyl, auto-gas STC, no rudder-ped-als, fabric-wings, King-radio, full-panel, 3gyros, hang-ared. fresh-annual, Non-LSA. $20,000. 307-250-4739 See picture @ www.generalaviationnews.com

FREE UNIVAIR INVENTORY LISTING Thousands of type Certificated parts direct from our factory. Contact: UNIVAIR, 2500 Himalaya Rd, Aurora CO 80011-8156. Toll free 1-888-433-5433, info 303-375-8882, FAX 1-800-457-7811, www.univair.com

Grumman - 2850

1976 GRUMMAN AMERICAN AA1B. Refurbished. $23,500. West One Air. [email protected] ,208-455-9393.

Luscombe - 3300

LUSCOMBE SUPPORT: Parts, PMA, NOS, used; knowledgable technical help. www.Luscombe.org. 480-650-0883.

Luscombe Parts - 3310

FREE UNIVAIR INVENTORY LISTING Hundreds of FAA-PMA’d parts. Contact: UNIVAIR, 2500 Himalaya Rd, Aurora CO 80011-8156. Toll free 1-888-433-5433, info 303-375-8882, fax 800-457-7811, www.univair.com

Maule - 3400

MAULE AK WORLDWIDE has various MAULES for sale at competitive prices. High performance 3&2 blade props, floats, etc. 707-942-5934, www.maules.com.

Mooney - 3500

LAKE AERO STYLINGYOUR ONE STOP MOONEY “MALL”

Lasar Plane Sales, service, parts, engine work, mods, upholstery, avionics, etc. Servicing your Mooney needs since 1966. Free Mooney buyers guide or mod brochure:

Email: [email protected] www.lasar.comPARTS: 800-954-5619 or 707-263-0581

OFFICE 707-263-0412 FAX 707-263-0420

RELIANT AVIATION. Mooney parts/ service since 1972. Large inventory. Email [email protected]

Mooney - 3500

LASAR PLANE Sales has many Mooneys on consign-ment. Call for info & free Mooney Buyers Guide, 707-263-0452, Fax: 707-263-0472. See us on the internet: www.lasar.com, email: [email protected]

MOONEY'S LARGEST Factory Authorized Parts Service Center. Large supply of discontiued parts. Lone Star Aero, 888-566-3781, [email protected], fax 210-979-0226.

Navion - 3600

1949 NAVION TTAF 3292, SMOH 968, SPOH 92 E-225 engine, 60 gal, New Tires, Hangared, $24,900. Bob 253-335-3944

North American - 3680

1945 NORTH AMERICAN P51D Mustang, 1305TTSN, 135SMOH by Nixon, Rolls Royce Merlin 1650-7 with transport-heads. Dual-controls. New Martin-radiator, new hoses, new tubes new hydraulics, fresh annual. $2,145,000, will accept Harvard or AT6 on partial trade. Ron Fernuik 806-662-5823, [email protected]

Piper Single - 3800

NEW CONTROL LOCK for Pipers! Holds the ailerons neutral and the stabilizer down. Installs in seconds, weighs 3oz., easy to store. Only $39.95. Airplane Things, Inc, 866-365-0357 or see at www.airplanethings.com

Piper Archer - 3802

1979 PIPER Archer II 181, 1841 SFRMN, 8184-TT, King IFR, DME, A/P, well maintained, nice paint, NDH. $29,950. 510-783-2711, www.americanaircraft.com

Piper Cherokee Series - 3806

1967 CHEROKEE 180, 400 SFRMAN, 4000 TTSN, Gar-min GPS, King-KY97A digital Com. One owner last 30 years. $29,950. 510-783-2711, www.americanaircraft.net

1968 PIPER Cherokee 140/160hp, TTAF 5600, SMOH 720, SPOH 300, Paint 1990, Int 2004, HP Prop, Hang-ared. $24,900. Bob 253-335-3944

1974 CHEROKEE ARROW II, 2800 TT, 600 SMOH, IFR, autopilot, hangared. $49,750. West One Air, 208-455-9393, [email protected]

PIPER CHEROKEE 6 PA32-300 w/7-pl seating, TTAF-3846, SPOH-192, SMOH-89. Michel MX300 NavCom. Narco MK12D NavCom w/DME. 6-pl intercom. $59K. 360-268-5204.

Piper Aztec - 3903

1976 PIPER Aztec PA23-250F TTAF 8135, SMOH L/R 345, SPOH L-345/SPOH R 645, 6 seats, 2-pl intercom, Bob Fredriks 253-335-3944.

Piper Seneca - 3912

1977 PIPER Seneca II PA34-200T, $120,000. 1667TT, TSMOH engines: L-270, R-267 TSMOH props L-166, R-166, Paint 6/2001, 6-seats, Blair, 360-293-0176.

Piper Parts - 3920

FREE UNIVAIR INVENTORY LISTING Thousands of FAA-PMA’d and original Piper parts for J-3 through PA-22 and PA-25. Contact: UNIVAIR, 2500 Himalaya Rd, Aurora CO 80011-8156. Toll free 1-888-433-5433, info 303-375-8882, FAX 1-800-457-7811, www.univair.com

Stinson - 4455

FREE UNIVAIR INVENTORY LISTING. Thousands of Type Certificated parts direct from our factory Contact: UNIVAIR, 2500 Himalaya Rd, Aurora CO 80011-8156. Toll free 1-888-433-5433, info 303-375-8882, FAX 1-800-457-7811, www.univair.com

Taylorcraft Parts - 4605

FREE UNIVAIR INVENTORY LISTING FAA-PMA’d approved parts. Contact: UNIVAIR, 2500 Himalaya Rd, Aurora CO 80011-8156. Toll free 1-888-433-5433, info 303-375-8882, FAX 1-800-457-7811, www.univair.com

Floatplanes - 5400

Seaplane Ratings & Solo Rentalsin central Florida and Minnesota

PA12 & C172 available www.adventureseaplanes.com 612-868-4243 - 612-749-1337

Helicopters - 5600

1979 206 L1 C28, 31600hrs. This aircraft recently under-went an extensive-annual including complete strip&paint. It is equipped with AFF Garmin GNC 420 GPS high skids, led acid battery, more economical than a jet ranger to operate. $420,000. Contact 406-252-6937or 406-671-2789 with any questions.

2002 BELL 206L4, excellent corporate history. $1,975,000. Ron 806-662-5823, [email protected]

1983 206 L1 C28, 13400hrs. Recent complete refurbish-ment includes new glass, strip and repaint. Helicopter is equipped with high skids, shoulder-harnesses, GPS and a Dec. 2012-annual. $465,000. Contact 406-252-6937 or 406-671-2789 with any questions.

Announcements - 6375

SELMA AIRPORT Display Day Held on the third Satur-day of each month. Info/ Contact, Call CA/559-896-1001.

Classifieds Work! Call 800-426-8538

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Door and Window Seals engineered with the latest technology

• FAA-PMA approved• air tight “leak proof”• adapts to form the perfect seal

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We also manufacture quality soft glareshields for updating your aircraft!

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Door Seals - 6700 Door Seals - 6700Announcements - 6375

PLEASE DONATE your aircraft, engines, avionics, avia-tion equipment. We provide Humanitarian Air Service World Wide. Donations tax deductible. 800-448-9487.www.wings-of-hope.org

Appraisals - 6405

NAAA/USPAP APPRAISALS / CONSULTING. Northwest US and Western Canada. Call Russ, Bow Avi-ation, www.bowaviation.com 360-766-7600.

Charts & Maps - 6590

CHARTS, WIDEST range of NOS/NIMA, Canada, Worldwide charts. Lowest cost. Next day service availa-ble. The Pilot Shoppe. 623-872-2828 Fax 623-935-6568.

Cylinder Overhaul - 6605

CYLINDER FLOWMATCHINGl for more power and ef-ficiency for Continental & Lycoming cylinders! Aircraft Cylinder Repair. www.aircraftcylinderrepair.com 1-800-622-7101.

Employment - 6900

AIRJOBSDAILY.COM -Comprehensive source of Avia-tion and Aerospace Jobs on the Internet! New Jobs Post-ed Daily. visit our website: www.AirJobsDaily.com

Engines - 6950

ENGINES FROM $200 GUARANTEED:Kawasaki, Rotax, Hirth, and most other brands with the BEST reduction drive, carburetor, exhaust selection of accessories with top-notch service from our friendly staff.

J-Bird, 210 Main St, Kewaskum WI 53040262-626-2611

CASH: WE BUY Cont & Lyc engines & parts. Used, new, damaged. Jerry Meyers Aviation [email protected]

KAWASAKI PACKAGE - SAVE 50%Engine, reduction drive, carburetor, and tuned exhaust. 0-time, 64 lbs, 40hp. J-Bird, 262-626-2611

Engine Parts - 6955

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PARTING OUT Lycoming and Continental engines, all parts, large and small! Cores and overhauled parts avail-able. Jerry Meyers Aviation. [email protected]

Equipment - 6990

www.SkyOx.comcall 800-253-0800

ForPORTBLE OXYGEN

SYSTEMSOr WINDSOCKS

Financial - 7050

TITLE SEARCHES: Same day reports if called before noon CT, most searches. 800-666-1397 or 405-232-8886. Visa/ MC. Aircraft Title Corp. Established 1957.

Float Equipment - 7170

Flying Club - 7200

NEW LSA FLYING CLUB. Members will own the Aircraft. Olympia Airport and surrounding area. Need 5 people. I have one already. Aircraft is Ercoupe. Earl Pearson, 360-754-5221, 360-292-7220.

FLYING CLUB- Pilot & GA bulletin board, share expens-es, make new friends & have fun flying. FREE FREE FREE: www.pilotsharetheride.com

Fuel - 7215

1,000g Mini-Fueler ......................$38,0005,000g Box Station ......................$68,0008,000g Two-Product....................$99,000 (all turnkey w/ credit card reader)12,000g Storage Tank .................$88,000 (turnkey w/ on/off/recirculation)

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Fuel - 7215

Hangars & Tie-Downs - 7300

BUY HANGAR BUILDINGS direct from manufacturer. T-hangars or individual hangars, instruction, R&M Steel Company, Box 580, Caldwell ID 83606. 208-454-1800.

"THE NEW LIFT STRAPS" BI-FOLD DOORS By Schweiss for airplane hangars. Electricall operated.Lose no headroom, we install and deliver. Schweiss Bi-

Fold Doors 800-746-8273. Visit www.bifold.com

CHINO, CALIFORNIA: NEW HANGARS FOR SALE OR RENT, 50x50 insulated, metal halide lighting, Schweiss bifold door. $199,000. Financing available. One 50X50 for rent $1150/month. 949-533-0298. [email protected] or www.pacificcommercecompany.com

ELMA, WA T-Hangars $97.50/mo Completely enclosed w/lockup. Pilot controlled runway lights. 360-482-2228.

ENCLOSED T-HANGARS near Yelm WA. $85.00 per month. Ultralights also welcome. Call Bill 360-894-3453.

Hangars & Tie-Downs - 7300

PEARSON FIELD VUO. T-hangars w/42’doors, paved-floor, electrical, $308-$345. Full service airport w/instru-ment approach. Closest to downtown Vancouver and Portland. Contact Willy [email protected], www.cityofvancouver.us/pearson

AUBURN WA AIRPORT Box Hangar for rent. 50x60’. Available Now. Call for details. 425-503-8511, or ask for George at 206-878-7271

ECONOMICAL AIRCRAFT HANGARSwith the Banyan Steel Arch Systems. Will ship world-wide. (800)533-7773, (317)849-2246, Fax: (317)849-5378, www.banyansteelarchsystems.com

PRIME LOCATION, Eugene OR, Commercial Hangar, 80x80, 1600sqft. finished office plus shop space. Land side access located on the main ramp adjacent primary FBO. 541-954-1937, [email protected]

JAMES ALLEN INDUSTRIAL PAINTINGSpecializing in aircraft hangar floors

JAMESA1967DE WA•OR•ID•NV • 360-366-9135www.jaindustrialpainting.net [email protected]

SHELTON, WA: Sanderson Field. Metal T-hangar with desk and work bench. Low price for quick sale: $19,500, 360-490-1504.

Upcoming Classified Deadines:

Feb. 13, 5pm (PST)Feb 27, 5pm (PST)Mar 13, 5pm (PST)

800-426-8538 * www.generalaviationnews.com


Classi�eds Work!Upcoming Classified Deadines:Feb. 13, 5 p.m. (PST)Feb 27, 5 p.m. (PST)Mar 13, 5 p.m. (PST)

New Hangars For Sale

Office (800) 281-8678

[email protected]

Pierce County Airport / Thun Field (PLU)

Tacoma Narrows Airport (TIW)NEW 40’ T-HANGARS AND TWO EXECUTIVE BOX HANGARS

Pre-Construction Pricing Starting at $55,000 for 40’ T-Hangar

Box HangarsRough in plumbing

16’ hangar doorwith man door

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PricesT-Hangars $ 55,00050’ x 50’ Box $169,90060’ x 50’ Box $199,900

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Insulated Steel ConstructionDoors are Electric Bi-Fold with Straps, Auto Latch and Man Door

Box F-14 60’ x 56’ $215,000Box F-15 60’ x 56’ $245,000

40’ T-Hangars $55,000Saw-tooth $89,900

Hangars & Tie-Downs - 7300 Hangars & Tie-Downs - 7300Hangars & Tie-Downs - 7300

AUBURN WA (S50) box hangar 55’Wx45’Dx14’H. All steel, bi-fold door, windows, polished-floor, bay-lighting, 20V, plumbed, 8-years old. Sell-$168,000. 206-790-8908. [email protected]

PT TOWNSEND WA Hangar for sale. 70x60 R&M steel-bldg. 50x14-Schweiss bI-fold door. Walls/ceiling & door insulated. 200amp service. $150,000. 360-821-9474.

MCMINNVILLE HANGAR. Steel construction with track doors, concrete floor, insulated, drywalled. End unit with 300sqft shop. $29,900. David [email protected]

ARLINGTON (AWO): Hangar Available- lights, power, bath on site 425-827-6588”.

PIERCE COUNTY Airport. Brand new T-Hangars. Ready for move-in. Purchase or rent. 800-281-8678.

Hangars: Executive or T-hangar.Factory Deals.

Sliding, Bi-Fold, Hydraulic Doors. Can Erect, Will Deliver.

Source #18X. 800-964-8335.

NEW RICHMOND WI(RNH) hangar, in-floor-heat, 60’door. 50’x100’. 5,000sqft building w/log-cabin style-of-fice, bath w/shower, natural-gas, “330-283-3200. “Show-ings call 715-410-8848”. More details/pics: www.general-aviationnews.com ,costar.com,

POWER METERS for hangars. Recover the cost of elec-tricity used by tenants, Davidge Controls, 800-824-9696, www.ezmeter.com

Instruction - 7350

TAILWHEEL SPECIALIST Maule & J 3-PiperCubs. BFR, private, tailwheel, mountains spin-awareness, EMT, SportPilot or just plane fun! 20,000hr George Kirkish, 206-567-4994. www.island-air.com, [email protected]

Aerobatics, Tail Wheel, Spins and Emergency Maneu-vers: Five-star Florida venue: Master CFI-Aerobatic, Pro-ven Syllabus, Super Decathlon, Country airport, Lodging at Country Inn. 772-485-6761, [email protected]

Instruction-Multi-Engine - 7355

GUARANTEED MULTI ENGINE ratings, $1395+ examin-er. Bring a buddy, $1195ea. Beech Travel Aires, mature ATP rated instructors. Multi engine training, Arlington TX. 817-557-4004. 19yrs in business. Experience counts.

Insurance - 7400

TITLE SEARCHES & INSURANCE: Same day reports if called before noon CT-most searches. 800-666-1397, 405-232-8886. Visa/MC. Aircraft Title Corp. Est 1957.

Maintenance - 7460

MAGNETO SERVICE. Quality Bendix magneto over-hauls and repairs. Mansfield Magnetos, Inc. 318-872-2026, [email protected]

Materials & Supplies - 7465

RAMOS PLATING and POLISHING: Repolish your aluminum spinners, chrome pitot tubes, airsteps, valve covers, nuts, bolts. Also cadmium plating. 45yrs OK City, OK 405-232-4300.

Miscellaneous - 7700

TEXAS AVIATION ONLINE. All things related to Texas aviation. www.texasaviationonline.com

Parachutes - 8150

PILOT’S EMERGENCY Parachutes --hundreds of new and used rigs --military and aerobatic types. Prices from $250 and up. Western Parachute Sales, Inc., 29388 SE Heiple Road, Eagle Creek, OR 97022. 503-630-5867 or fax 503-630-5868.

Parachutes - 8150

Partnerships - 8200

OUR FREE web-based partner and partnership-finder works worldwide for any aircraft. Join today to fly more and pay less!

Parts - 8225

WING EXTENSION Kit for S2R Thrush. NIB includes STC. Also G-164 all models. $6500 plus 200 crating, 509-689-2712.

Propellers - 8400

NORTHWESTPropeller Service, Inc.

McCauley, Hartzell, Sensenich, Hamilton Standard, MT, PZL

Authorized McCauley Service CenterApproved Hartzell Network Shop

Visit our website: NWPropeller.com

253-770-7400

[email protected] 103rd Ave. Ct. E.

Puyallup, WA 98374Pierce County Airport (KPLU)FAA Approved Repair Station

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Propellers - 8400

Skis - 8870

Software - 8890

Survival - 9000

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UNIVAIR AIR CRAFT CORPORATION“All Parts for Some… Some Parts for All”

2500 Himalaya Rd., Aurora, CO 80011-8156 • [email protected] • www.univair.comOrder 1-888-433-5433 • Info. (303) 375-8882 • FAX 800-457-7811 • FAX (303) 375-8888

Parts - 8225 Parts - 8225 Parts - 8225

Title Services - 9210

TITLE SEARCHES: Same day reports if called before noon C.T., most searches. 800-666-1397 or 405-232-8886. Visa/ MC. Aircraft Title Corp. Established 1957.

Video, Audio, DVD - 9400

QUAD CITY CHALLENGER VIDEO. 45 minutes of flying fun on floats, ski’s, soaring and other neat stuff. Send $10 to QCU, POBox 370, Moline IL 61266-0370. Money back if not totally satisfied Also see our web site. www.quadcitychallenger.com For VISA/MC order call 309-764-3515.

Real Estate/Airport Property - 9650

For some good results call Dodieto place your classified ad.800-426-8538

DOG ISLAND FL-North Florida’s Best. Deep Gulf Front Lot. Grass airstrip. $150,000. 864-638-6113.

2BED, 2BA, TV RM, 1300sqfthome, 50x50 hangar w 1/2 bath, DEN AND LOFT RM, IG POOL, AUTO IRR SYS, 3500’ PAVED R.W. AND C.W.R.W. $196,000. 928-274-5001, 928-859-3796.

Alabama - 9650

MOBILE BAY. Terrific 50’X60’hangar w/1600sqft studio apartment attached. 1 1/2 acres. Hangar built of treated rough-sawn lumber over I-beam frame; apartment is matched stucco. Located on 2600’ grass field flying com-munity. (5R7) near Mobile Bay. $300,000. 251-751-0003. See more pictures on GA website.

Arizona - 9650

NO SNOW HERE. Great ARIZONA properties available and great price range. 928-231-9500.www.airporthomesandhangars.net

Arkansas - 9650

ARKANSAS VALLEY Cotter Airport, Final Sale. One runway lot $30,000. Seller pays all closing costs. 3% fi-nancing avail, 870-430-5545, [email protected]

ARKANSAS BULL Shoals Lake acreages w/airpark, 3+ acres, $25,000-$80,000, Village Land Office, 870-404-2059, 870-453-2966 eves, www.villagelandoffice.com [email protected]

California - 9650

BUY 3 (1acres)$20,000 each, along Taxiway. Keep the grandkids in mind. Adelanto Airpark, So.Calif, near Vic-torville, BrokerBill 760-792-8072, [email protected]

CALIFORNIA IDEAL climate, Pine Mountain lake. (E45) Taxiway homes or lots in the Sierra foothills near Yosem-ite Nat'l Park. Gated community with boating, golf, tennis and stables “Red” Rossio, The Flying Broker, Pine Moun-tain Lake Realty, 209-962-7156.

PINE MTN Lake, CA(E45). Taxi to your airpark home or live on the lake. Championship golf, tennis, stables in gated community near Yosemite. Capt LarryJobe. “UAL” retired. www.YosemiteAreaRealtors.com 209-962-5501


Colorado - 9650

MAGNIFICENT SOUTHERN Colorado Ranch. 960Acres w/5000ft. FAA Airstrip. Modern Cabin/Barn with/Corals. Close to I-25 and Colorado City. $995,000. POSSIBLE OWNER FINANCING with 10% DOWN. See pictures on www.diamondstarranch.com Call Mike-772-971-5157 or Melinda 772-559-2673.

Florida - 9650

SPRUCE CREEK FLY-IN REALTYSERVING THE SPRUCE CREEK

COMMUNITY SINCE 1985America’s Premier Fly-In & Country Club Community,

Daytona Beach, (East Coast of Florida). Taxiway homes from $450,000, non-taxiway homes from $200,000, con-do’s from $139,000. Lots-available. Long and short term rentals available. SPRUCE CREEK FLY-IN REALTY, Pat

& Lenny Ohlsson, 800-932-4437. www.fly-in.com [email protected]

SARASOTA FL Hidden River Airpark, 2640’ paved and lighted runway, lots w/homes 5-20acres. Katty Caron, Realty Executives. www.floridaaviationproperties.com [email protected] 941-928-3009

DAD’S ESTATE SALE: 2 Airports, 3 Runways. 30 Acres Lake Front with an Airstrip located near Lake Nona::This gorgeous piece of property is on Lake Gentry. It is in-close proximity to The Lake Nona Project as well as be-ing 10minutes from Orlando. This property is loaded with potential and has the added bonus of being green-belted with low taxes. It has 700ft of lake-frontage. It also has additional room for expansion. This is a must see for any investor or developer as well as private individuals. 100 acres on Lake Gentry. This a one of a kind piece of prop-erty with an income producing citrus grove. It has paved road-frontage on Lake Gentry and is located in Osccola County. Additional Option to Purchase Properties Includ-ing 5-6 Houses as well as 17 Separate Parcels of Land. Please Contact Christy @ 386-466-4838 for more info.

DIRECT OCEANFRONT GATED PRIVATE ESTATE 5BR, 5BA. Just South of Vero Beach Estate Section. In-cludes Executive II Hangar at KVRB. $1,600,000.00 See virtual tour on www.perfectbeachhouse.com Call Mike-772-971-5157 or Melinda-772-559-2673.

ORLANDO AREA Aviation-properties, hangars, hangar-rentals, Some priced like bank-owned. Chandelle Proper-ties. Call Ron Henderson 407-712-4071 Keller Williams/Advantage II Realty www.chandelleproperties.com

CANNON CREEK Airpark. Florida’s Finest just got bet-ter. 600+acres, 2-Runways along I-75 North Fl. at Lake City and I-10. The best approaches, Golf and Tennis and snack Bar by Golf Cart. 4,000Ft Turf 4,000 paved. 150 Homes Now and growing. New section greater than 40 lots, Incredible Beautiful Lots. No rush to build, Finance and no interest, 10 lots set at $19,000. Each DoorBuster Pricing. CCAIRPARK.COM Call 386-984-0283, Ray Ses-sions After 35years of Building this Airpark and starting others at Sun N Fun, This is my last Subdivision, time to find a Honey, give her a Home. I’ll be 70 this year. Time to see The Grandchildren in Kissimmee and San Anto-nio. Call me, you will get the buy of a LifeTime. No Salesmen, Direct to you.

Idaho - 9650NORTH IDAHO private turf airstrip and cabin common area. +4 fantastic Lake Coeur d’ Alane view bldg parcels-34acres total. $777,000-MOTIVATED, owner terms Doug 208-660-4378, Cent21 Buetler [email protected]

TAXI TO your cabin. Bare land in beautiful Elk River, Ida-ho. Adjacent to airstrip. New Price!.$49,999 Sean Wilson, Latah Realty, LLC, Moscow, ID. 208-596-8170.

Illinois - 9650PRIVATE AIRPORT home located in Brookeridge Aero. (LL22) Huge attached heated hangar+seperate garage/workshop. See more details/pictures @www.HangarHomesRealty.com or/call 312-543-1220


Michigan - 9650

SUGAR SPRINGS Airpark (5M6) properties available. Build your dream hangar/home on well-maintained 3500’grass airstrip at ground level prices. Ownership gives ac-cess to beautiful recreational community w/fitness center, pool 18-hole GC, 2 all sports lakes, beaches, restaurant, more. Alice 989-430-0966 www.SugarSpringsRealty.com

Missouri - 9650

FREDERICKTOWN, MO. 4cd remodeled home. 2400 sqft hangar w/one piece Hydro door and office/media room. 3.61 acres lot. Lots of wildlife. 80' x 2000' grass runway. Homeowners association contract, restrictions being drafted and available. Pictures on request. Scott Frisella 314-359-2392.

Montana - 9650

MONTANA, WINDSOCK SKYPARK. The Last Best Place! Only 20-lots left for sale. One-acre or larger, on the Shores of Beautiful Fort Peck Lake in NE MT. City water, sewer, nat-gas, underground-utilities installed. paved-streets, taxiway to 37S public airport. Call Lanny Hanson at 406-526-3535 or 263-1154. Visit our website: www.windsockskypark.com Don’t miss the opportunity to Live in a beautiful hunting and fishing recreational para-dise! LOTS NOW SELLING $60,000.

New Mexico - 9650

PRICE REDUCED TO $253,000! 1780sqft custom-built energy efficient home, single level, 3bd/2ba. 1600sq ft hangar on 3/4 acre. 575-536-3176, 575-574-2656

North Carolina - 9650

AVIATION, INVESTMENT & residential properties. Li-censed in both Carolina’s. Sell airpark & airstrip property That’s what we do.www.NC-Airparks.com 877-279-9623

Pennsylvania - 9650

New airpark, Northeast Pennsylvania, 29-lots for sale. 1.25-3 acres, great views, underground utilities, sewers, some lakefront. EZ flight/drive to NYC, Philadelphia, New Jersey, Connecticut. At Seamans Airport (9N3), 2500’paved IFR approach, lighted, all services, Build Your Dream Home This Spring! “Model Home Being Built Now”. 866-924-7787 or www.SkylineEstates.us

South Carolina - 9650

A MUST SEE IN CLARENDON COUNTY SC “WE’RE IN THE MIDDLE OF IT ALL”

Gated airpark with underground utilities in place.www.palmettoairplantation.com

Palmetto-POBox 777-Manning-SC 29102-803-473-2199

NORTH of Hurricanes, SOUTH of snow 3300turf. 10mi to Myrtle Beach. 1, 5,10,acre lots Low taxes/insurance, “free DVD”. 843-602-8220. www.hardeeairpark.com


Tennessee - 9650

DISTRESS SALE!! Pilot’s Dream. Only home on 3500’paved-runway in Tennessee-mountains. 6.18acres. 4800sqft 5br/4ba, lodge. Price reduced/$275K. W/trade for late model Piper-6X. 904-669-9661.

Texas - 9650

TAILWIND AIRPARKA quiet country airpark 50 min east of Dallas near Canton, TX.

Lots for Custom Homes and Hangar/Homeswww.tailwindairpark.com

facebook.com/tailwindairpark903-896-4647

NORTH TEXAS PILOT'S DREAM! Exclusive community of 140 homesites in a 340-acre residential airpark. Live with your plane in quiet seclusion only 5 minutes from shopping, restaurants and universi-ties, just 25 minutes North of DFW, near 23,000-acre lake. Taxi from the paved runway to your home. Several 1-acre lots available, also some homes. 940-321-5758, www.hiddenvalleyairpark.org [email protected]

Washington - 9650

KAPOWSIN AIRPARK (86WA) custom-rambler 4-bed-rooms, 2.5-bath, 3317sqft. Gazebo off 5-pc. Master-bath, huge hangar w/shop. 5-acres. $459,950. 425-270-3210. pictures at www.tourfactory.com/912026.

Publisher’s notice: All real estate advertising in this newspaper is subject to the Fair Housing Act which makes it illegal to advertise “any preference, limitation or discrimination based on race, color, religion, sex, handicap, familial status or national origin, or an intention, to make any such preference, limited or discrimi-nation.” Familial status includes children under the age of 18 living with parents

or legal custodian, pregnant women and people securing custody of children under 18. This newspaper will not knowingly accept any advertising for real estate which is in violation of the law. Our readers are hereby informed that all dwellings advertised in this newspaper are available on an equal opportunity basis. To complain of discrimination call HUD toll-free at 800-669-9777. Toll-free number for the hearing impaired is 800-927-9277.

IMPRESSIVE COMBINATION of 20+ level acres of land w/deeded access to private airpark. $590,000. Evergreen Sky Ranch(51A) KeyRealty, 206-276-2651.www.tourfactory.com/724806.

WINLOCK WA-5 ACRE-LOT on private-airstrip, half-way between Portland/Seattle, near small-towns, beautiful green trees/view, close access to I-5 freeway. $125,000. 623-693-1320.

SAN JUAN AVIATION ESTATESBLAKELY ISLAND, WA. Premier Recreational Air-park. Paved lighted runway. Exceptional marina. Own-er access to 3000ac forest preserve w/2 - 70ac lakes: fish/swim/boat. New Listing: Remodeled Beach Cabin on no-bank beach includes off site hangar: $650,000. New Listing: Sunset bathed waterfront home near runway: $515,000. Superb Hangar/Home on no-bank beach w/boat ramp: $850,000. Marine View top-of-the-line PanAbode Home near runway: $1,279,000. Taxiway Cabin w/room to build Hangar: $379,000. Airpark Ma-rine View Home: $490,000. Hangar/Home Marine View Building Lot: $205,000.DECATUR ISLAND, WA: Decatur Shores Airpark. Community dock plus waterfront park. Taxi to octago-nal home w/hangar. Includes adjacent lot w/large hang-ar, garden and fruit trees: $1,100,000

Judy, Flying Island Realty, 360-375-6302www.flyingislandrealty.com [email protected]

WA-GORGEOUS Residential Airpark in Toledo. Lots-1.33acres, water/electric to property. Panoramic-view of Mt.Rainier& Mt. St.Helens. $105,000. 360-864-6271. Owner Finance. No Interest.

AIRSTRIP GREEN Trees Park-like Private Quiet Creek Elk Rambler 12min out of S Woolley Skagit. What more could you want? $535,000. 38+Acres. Sharon 360-661-6164.


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It used to be that January was one of the slowest months of the year. Freezing cold in the northern states combined with short days to produce a sluggish month for all but transport or working aircraft. Recre-ational flying slowed to the pace of thick syrup pouring from a chilled bottle.

When I lived in Minnesota and owned a big-engine Cessna 150 it was suggested to me by those with hard-won experience that you simply didn’t fly in the very cold-est months. Yes, that bit still applied about cold air being thick and therefore the prin-ciples of aerodynamics work exceptional-ly well. Yet parts like gaskets and rubber seals could crack or become brittle, engine starts were harder on the mechanical parts, and even doing a preflight with bare fin-gers was a safety consideration. To avoid big maintenance bills, I followed the local wisdom and rarely flew in January.

Then came the Sebring U.S. Sport Avi-ation Expo. From its beginning nine years ago, this Florida event began to change the conventional view. Northerners had a reason and place to escape winter’s wrath. While not balmy in January, temperatures are often in the 60s and storm systems that trouble northern latitudes rarely reach as far south as Sebring, Florida.

So significant was this alteration that the former starter show, SUN ’n FUN, now became the “season opener,” when huge numbers of recreational aircraft are pulled from hangars and given their fair exercise. Indeed, Sebring became the first show of the year and worthy enough to attract large numbers of Light-Sport Air-craft vendors, along with kitplanes and all manner of gear to support flight.

The show has grown and matured to become an important member of the air-show circuit and has spawned several oth-er LSA-centric events at different times of the year. This year’s event, held Jan. 17-20, was the most versatile to date and sport-oriented pilots flocked to it.

At this year’s show, we saw several aircraft not before viewed at Sebring: Golden Avio’s F30; the modestly priced Groppo Trail; an amphibian gyrocopter; the Sam LS; and a Tecnam P2008 with the new Rotax 912 iS engine and FlyCool air conditioning installed. World Aircraft showed its new $85,000 Vision LT.

Tecnam lead the show in the number of aircraft on display and that doesn’t even include the popular Twin Rotax model or the company’s four seater and other larger aircraft. The P2008, now featuring the latest sophisticated systems, is one of the prettiest LSAs in the fleet (though that’s a personal feeling, of course). Also from

Italy is the Golden Avio F30, the final de-sign from Italian aviation legend Stelio Frati, who achieved worldwide fame for his Falco F8L.

Tecnam and World announced a low-priced LSA to join the ever-popular Aerotrek in the sub-$90,000 range, prov-ing that LSAs are not as expensive as some pilots still insist. Yes, several deluxe mod-els go for more than $150,000, but these beauties are loaded with fancy features like autopilots, full glass screens, airframe para-chutes, and more. Another lower priced en-try we’ll be watching is the Groppo Trail, forecast at $85,000-$90,000.

While too-many underinformed pilots still feel LSA are “too expensive,” others continue to claim that “LSA can’t hold up in a flight school environment,” that they’re built too lightly for the rigors of instruction. At the show, videographer Dave Loveman and I did a series of video vignettes as we spoke with several aircraft manufacturers who gave us information about higher time LSAs that are doing

just fine training new students to fly.One of the companies we talked to

was M-Squared Aircraft. Proprietor Paul Mather took the time to detail his own experience with a trainer that shows the facts in numbers that we heard from all these purveyors: Given the purchase price and what a trainer can earn, less its op-eration and maintenance expenses, yields an LSA that holds its value quite well and can produce earnings for its operator. That students love flying in new flying machines as opposed to tired, worn-out, 40-year-old GA aircraft is no surprise.

Not only do students get to fly in aircraft that look and smell new, they also get the benefit of modern equipment similar to what might be in aircraft they buy once their training is complete. Lots of the LSA trainers we examined have glass cockpits that help a student pilot learn the latest technologies while practicing landings, stalls, turns, and most of the same ma-neuvers any private pilot candidate learns while flying in a Cessna 172. That the LSA

makes less noise and uses less than half the fuel — and probably lower-priced, cleaner-burning mogas — is icing on the cake.

EXTREME MAKEOVERBig things are happening to the location

formerly known as the Ultralight Area on the SUN ’n FUN grounds at Lakeland Linder Regional Airport in Florida. First, the area will now permanently be known by its longtime affectionate name: Para-dise City.

Once a place of great charm and thick crowds, the area suffered from the dual effects of the economic recession and the arrival of LSA. Many LSA vendors never exhibited in Paradise City, regarding the location as out of the mainstream. Howev-er, major revisions to the paved east-west Doolittle Road to allow for TSA fencing has the road — heavily used by entering vendors and many others — dipping deeply down into Paradise City. This will dramati-cally change the dynamics of Paradise City and significantly enhance its visibility.

Another major change is operational: Aircraft will be allowed to fly all day — even during the main airshow (except when the Thunderbirds fly). They’ll use the 1,400-foot turf runway, which also has seen major improvements. LSA vendors who meet new rules will be permitted to conduct demonstration flights most of the day right on the grounds of SUN ’n FUN far more easily than using the main run-way. After the demo flights, prospective customers can visit the LSA Mall right in the center of the newly revised area.

C’mon over to the all-new Paradise City and watch the action at this year’s show, which runs from April 9-14.

Sebring Expo a game changer

SplogDan Johnson

Tommy Grimes, of Tecnam North America, by the company’s exhibit at Sebring.

Phot

o by

Jam

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For more on Sport Pilot and LSAs: ByDanJohnson.com

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Feb. 8, 2013